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Summary of Content
Factory Workshop Manual
Make
Chevrolet
Model
Impala
Engine and year
V6-3.4L VIN E (2000)
Please navigate through the PDF using the options
provided by OnlyManuals.com on the sidebar.
This manual was submitted by
Anonymous
Date
1st January 2018
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Accessory Delay Module > Accessory Delay Relay > Component Information > Locations
Accessory Delay Relay: Locations
Located in the LH instrument panel fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm
Module, (Vehicle Antitheft) > Component Information > Technical Service Bulletins > BCM - Related Service, Theft
Deterrent Relearn Procedure
Alarm Module: Technical Service Bulletins BCM - Related Service, Theft Deterrent Relearn
Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm
Module, (Vehicle Antitheft) > Component Information > Technical Service Bulletins > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 12
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm
Module, (Vehicle Antitheft) > Component Information > Technical Service Bulletins > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 13
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm
Module, (Vehicle Antitheft) > Component Information > Technical Service Bulletins > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 14
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm
Module, (Vehicle Antitheft) > Component Information > Technical Service Bulletins > Page 15
Alarm Module: Service and Repair
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn PASSLOCK Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
Always use GM Service Parts Operations (SPO) Replacement Parts.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/PASSLOCK Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the PASSLOCK
Sensor Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, PASSLOCK
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the PASSLOCK Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the PASSLOCK Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the PASSLOCK Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Antenna Control Module > Component Information > Service and Repair > Antenna Module Replacement
Antenna Control Module: Service and Repair Antenna Module Replacement
Antenna Module Replacement
REMOVAL PROCEDURE
1. Remove the LH rear quarter upper trim panel. 2. Disconnect the antenna amplifier electrical
connector and the antenna coaxial cable. The antenna coaxial cable uses a sliding snap-lock. Pull
the
lock in order to remove the antenna coaxial cable.
3. Detach the black antenna leads from the glass. The upper lead is held to the body metal with a
wiring clip. Carefully pry the clip out of the metal. 4. Remove the antenna amplifier bolt. 5. Remove
the antenna amplifier.
INSTALLATION PROCEDURE
1. Position the antenna amplifier to the LH rear window inner upper panel. Install the antenna
amplifier bolt.
Tighten Tighten the antenna amplifier bolt to 3 N.m (27 lb in).
IMPORTANT: The antenna coaxial cable uses a sliding snap-lock. Holding the sliding lock feature
will prevent installation.
2. Connect the antenna amplifier electrical connectors:
2.1. Position the antenna coaxial cable behind the sliding lock feature. 2.2. Install the antenna
coaxial cable to the sliding lock feature.
IMPORTANT: If the wiring clip is faulty, the wiring clip must be replaced prior to installation.
3. Install the antenna leads to the rear window terminals. Push the wiring clip on the upper lead into
the hex hole in the metal.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Antenna Control Module > Component Information > Service and Repair > Antenna Module Replacement > Page 20
Antenna Control Module: Service and Repair Coaxial Cable Replacement
REMOVAL PROCEDURE
1. Loosen the rear of the headliner in order to gain access. 2. Remove the antenna coaxial cable
from the radio antenna module.
3. Remove the rear seat cushion. Refer to Seat Cushion Replacement - Rear in Seats. 4. Remove
the rear seat back.
5. Remove the left carpet retainers. 6. Remove the lower center pillar trim panel. 7. Adjust the
carpet for access to the wiring harness as required. 8. Remove the left instrument panel insulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Antenna Control Module > Component Information > Service and Repair > Antenna Module Replacement > Page 21
9. Adjust the radio for access. Disconnect the antenna coaxial cable from the rear of the radio.
Refer to Radio Replacement.
10. Cut off the visible end of the coaxial antenna cable from the wiring harness in the kick panel
area. 11. Cut off the visible end of the coaxial antenna cable from the wiring harness in the rear
shelf area.
INSTALLATION PROCEDURE
1. Install the coaxial antenna cables to the vehicle. Use electrical tape in order to secure the
antenna extension cable to the top of the wiring harness.
Make sure that the cable is secured to the harness at least every 150 mm (6 in).
2. Connect the coaxial antenna cable to the rear of the radio. Install the radio.
IMPORTANT: The antenna coaxial cable uses a sliding snap-lock. Holding the sliding lock feature
will prevent installation.
3. Connect the coaxial antenna cable from the radio to the coaxial antenna cable near the kick
panel:
3.1. Position the antenna coaxial cable behind the sliding lock feature. 3.2. Install the antenna
coaxial cable to the sliding lock feature.
4. Install the left instrument panel insulator. 5. Install the carpet. 6. Install the lower center pillar trim
panel. 7. Install the left carpet retainers. 8. Connect the coaxial antenna cable from the body wiring
harness to the coaxial antenna cable at the rear shelf area. 9. Install the rear seat back.
10. Install the rear seat cushion.
IMPORTANT: The antenna coaxial cable uses a sliding snap-lock. Holding the sliding lock feature
will prevent installation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Antenna Control Module > Component Information > Service and Repair > Antenna Module Replacement > Page 22
11. Connect the antenna coaxial cable to the radio antenna module.
11.1. Position the antenna coaxial cable behind the sliding lock feature. 11.2. Install the antenna
coaxial cable to the sliding lock feature.
12. Install the rear of the headliner.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R)
Technical Service Bulletin # 08089C Date: 081118
Campaign - Deactivation Of Analog OnStar(R)
# 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008)
Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R)
DEACTIVATION
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 31
Models
The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005
Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued
September 2008.
Condition
In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no
longer be required to support the analog wireless network beginning in 2008. As a result, On
Star(R) is unable to continue analog service.
OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are
some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in
these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still
active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or
near deployment, the customer may hear a recording that OnStar(R) is being contacted. However,
since analog service is no longer available, the call will not connect to OnStar(R). To end the call,
the customer must press the white phone or white dot button. If the call is not ended, the system
will continue to try to connect to OnStar(R) until the vehicle battery is drained.
Special Policy Adjustment
At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service
will be made at no charge to the customer.
This special coverage covers the condition described above until December 31, 2008 for all
non-Saab vehicles; April 30, 2009 for all Saab vehicles.
Vehicles Involved
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 32
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 33
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 34
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 35
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 36
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 37
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 38
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 39
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 40
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 41
Involved are certain vehicles within the VIN breakpoints shown above.
PARTS INFORMATION -- Saab US Only
Customer Notification
General Motors will notify customers of this special coverage on their vehicles (see copy of typical
customer letter shown in this bulletin - actual divisional letter may vary slightly).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 42
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 43
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 44
Claim Information - GM, Saturn Canada and Saab Canada Only
Claim Information - Saturn US Only
Customer Reimbursement Claims - Special Attention Required
Customer reimbursement claims must have entered into the "technician comments" field the CSO
# (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any
deductibles and taxes paid by the customer.
Claim Information - Saab US Only
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 45
1. To receive credit, submit a claim with the information above.
Disclaimer
2001 and Older Model Year Vehicles (Except Saab Vehicles)
2001 and Older Model Year Vehicles (Except Saab Vehicles)
Important:
2001 and older model year vehicles require the removal of the battery power from the OnStar(R)
vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or
emergency/airbag call.
1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit
Replacement in SI.
Important:
Complete removal of the VIU is usually not required. Perform only the steps required to gain
access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+)
circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an
inadvertent OnStar(R) or emergency/airbag call.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 46
2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure
location. Refer to Cellular Communications Connector End Views and related schematics in SI, if
required.
Important:
DO NOT perform the OnStar(R) reconfiguration and/or programming procedure.
3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and
interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle
Interface Unit Replacement in SI.
2002 Through 2006 Model Year Vehicles (Except Saab Vehicles)
2002 through 2006 Model Year Vehicles (Except Saab Vehicles)
Important:
The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully
perform the VCIM setup procedure and disable the analog system.
1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument
panel of the vehicle.
2. Turn the Tech 2 ON by pressing the power button.
Important:
Tech 2 screen navigation to get to the setup procedure depends on the year and make of the
vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on
model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2
screen is provided below.
^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >>
Setup New OnStar >>
^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm.
Interface Module >> Module Setup >> VCIM Setup >>
3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup
Tech 2 screen.
2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV
2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV
1. Remove the ground cable from the battery's negative terminal.
2. Apply the handbrake brake.
3. Detach the floor console.
4. Remove the switch and the floor console:
3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector.
3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then
unhooking the front edge. Unplug the ignition
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Emergency Contact Module > Component Information > Technical Service Bulletins > Recalls: > 08089C > Nov > 08 >
Campaign - Deactivation Of Analog OnStar(R) > Page 47
switch lighting connector.
3.3. Undo the floor console's retaining bolts (C).
3.4. Take out the rear ashtray/cover (D).
3.5. Remove the screw (E) for the rear cover.
3.6. Remove the floor console's retaining nuts (E).
3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly.
3.8. If required, detach the switch for the rear seat heater and unplug the connector.
4. Remove the switch and the floor console:
4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the
window lift module's connector.
4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console.
5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure
it:
5.1. Unplug the SRS control module's connector (A).
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Campaign - Deactivation Of Analog OnStar(R) > Page 48
5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting
rail (D).
5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the
cable and secure it with tape (F).
5.4. Fit the connecting rail and end face.
5.5. Plug in the connector (A) and secure the cables with cable ties (B).
6. Install the floor console over the handbrake. Do not press the console down into place, but
instead allow it to fit loosely.
7. Install the switch:
7.1. Install the switch for the roof lighting (B) and plug in its connector.
7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the
hole for each respective unit. Plug in the window lift module's connector and install the module (A).
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Campaign - Deactivation Of Analog OnStar(R) > Page 49
7.3. If equipped, connect the rear seat heater's connector and install the switch.
8. Install the floor console:
8.1. Install the floor console's retaining bolts (C) and retaining nuts (F).
8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the
cover (E).
8.3. Install the ashtray/cover (D).
8.4. Install the ignition switch cover (B).
8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting.
9. Remove the OnStar(R) control modules and secure the wiring:
9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8.
Body - Interior equipment - Adjustment/Replacement.
9.2. Unplug the connectors (A) from the OnStar(R) control modules.
9.3. Remove the console (B) together with the OnStar(R) control modules.
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Campaign - Deactivation Of Analog OnStar(R) > Page 50
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior
equipment - Adjustment/Replacement.
10. Install the ground cable to the battery's negative terminal.
11. Clear the diagnostic trouble codes.
12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical
description.
2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV
2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV
Notice:
Handle the fiber optic cables with care or the signal may be distorted.
^ It is very important that the two leads in the connector are not confused with one another.
^ Do not splice the cables.
^ Do not bend the cable in a radius smaller than 25 mm (1 in).
^ Do not expose the cable to temperatures exceeding 185°F (85°C).
^ Keep the cable ends free from dirt and grime.
^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby
reducing the intensity of the light and causing possible communication interruptions.
^ The cable should not lie against any sharp edges as this may cause increased signal attenuation.
1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model
year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove.
2. Remove the ground cable from the battery's negative terminal.
3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure
it:
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4.1. Unplug the SRS control module's connector (A).
4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting
rail (D).
4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable
and secure it with tape (F).
4.4. Fit the connecting rail and end face.
4.5. Plug in the connector (A) and secure the cables with cable ties (B).
5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6. M03: Replace the optic cable on the right-hand side
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Campaign - Deactivation Of Analog OnStar(R) > Page 52
Important:
Secure the wiring harness so that there is no risk of chafing or rattling.
6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement.
6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.4. Fold the rear seat backrest forward.
6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement.
6.6. Remove the A-pillar's lower side piece.
6.7. Open the cover on the right-hand wiring harness channels.
6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the
right-hand A-pillar.
6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car.
6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector
H2-11. Push in the optic cable and make sure
the catch (B) locks and refit the locking strip (A).
6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring
harness (C).
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Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through
the existing cable ties (C) if possible, otherwise,
secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches
lock.
6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring
harness securing points and by the SRS unit (D).
6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel
shelf.
6.15. Unplug the connectors (E) from the OnStar(R) control modules.
6.16. Remove the console (F) together with the OnStar(R) control modules.
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Campaign - Deactivation Of Analog OnStar(R) > Page 54
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness
once more and secure with cable ties (H).
6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the
ordinary securing points and by the speaker (I).
6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel
housing, next to REC. The cable is secured in
the existing clips.
6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement.
6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement.
6.24. Fold up the rear seat backrest.
6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.26. Fit the A-pillar's lower side piece.
7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring:
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7.1. Remove the console (A) together with the OnStar(R) control modules.
7.2. Remove the connectors (B).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
8. CV: Removing the OnStar(R) control modules and securing the wiring:
Adjustment/Replacement.
8.1. Open the luggage compartment floor.
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8.2. Remove the console (A) together with the OnStar(R) control modules.
8.3. Remove the connectors (B).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
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8.5. Close the luggage compartment floor.
9. Fold down the left-hand rear side hatch in the luggage compartment.
10. M03: Replace the optic cable on the left-hand rear side:
10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A).
10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable.
10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the
connector and disconnect the optic cable coming
from the OnStar(R) control modules.
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10.4. Remove the end cap from the new optic cable, connect to the connector and refit the
secondary catch (D). Fit the terminal housing (C) to the
connector and refit the locking strip (B).
10.5. Secure the old optic cable together with the new one (E).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker.
12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables:
12.1. Cut off the cable tie holding the connector (H2-9) against REC.
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12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and
remove the tape (B) holding the optic cables.
12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a
screwdriver. Remove the secondary catch (E)
on the connector and remove the optic cables coming from the OnStar(R) control modules.
12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the
secondary catch (E). Connect the connector so
that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the
locking strip (C).
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Campaign - Deactivation Of Analog OnStar(R) > Page 60
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness
approx. 100 mm (4 in) from H2-9, fit the cable
tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the
bracket.
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and
secure with cable tie.
13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment
- Adjustment/Replacement.
14. Fit the ground cable to the battery's negative terminal.
15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging
system - Adjustment/Replacement.
Important:
Follow Tech 2(R) on-screen instructions.
16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and
Operation - Add/Remove.
2000-2004 Saab 9-5
2000-2004 Saab 9-5
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1. Remove the ground cable from the battery's negative cable.
2. Remove the center console, see WIS - Body - Interior.
3. Loosen the gear shift housing (A).
AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws.
4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and
secure the cable.
4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B).
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4.2. Release the back end of the connector (C) and remove from the contact rail (D).
4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold
back the cable and secure using tape (F).
4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold
back the cable and secure using tape (F).
4.5. Assemble the contact rail and end.
4.6. Connect connector (A) and secure the cable using a cable tie (B).
5. Assemble the gear shift housing (A).
AUT: Connect connector (B).
6. Assemble the center console, see WIS - Body - Interior.
7. Remove the OnStar(R) control module and secure the cable harness:
7.1. 5D: Remove the right-hand cover from the luggage compartment floor.
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7.2. Remove the console (A).
7.3. Disconnect the connector (B) from the OnStar(R) control module.
Important:
Secure the cable harness to prevent the risk of scraping and rattling.
7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness
again and secure with cable ties (D).
7.5. 5D: Assemble the right-hand cover for the luggage compartment floor.
8. Fit the ground cable on the battery's negative cable.
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Campaign - Deactivation Of Analog OnStar(R) > Page 64
9. Erase the diagnostic trouble codes.
10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical
description.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Customer Interest: > 05-08-46-004C
> Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned
Emergency Contact Module: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned
INFORMATION
Bulletin No.: 05-08-46-004C
Date: December 23, 2010
Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another
Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System
Models:
2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1)
Supercede: This bulletin is being revised to update model years up to 2011. Please discard
Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories).
During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone
number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these
concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the
OnStar(R) phone number.
Service Procedure
1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech
2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section.
Then select the Special Functions menu.
For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular
Communication section. Select Module Setup and then Vehicle Communication Interface Module.
3. Locate the Program Phone Number prompt and select it. The original phone number will be
displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance
Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a
time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft
key at the base of the screen for Done once these numbers have been changed on the screen. 7.
Press the Soft key for Done again. The area code or new phone number has now been
programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the
blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call
center. If applicable, make sure the
Hands-Free Calling (HFC) works properly by making a phone call.
10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at
TAC with the results. Dealers in Canada should
submit case closing information through the GM infoNET.
Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited
is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If
the procedure above does not resolve the condition, you must contact TAC for further assistance.
This diagnostic approach was developed specifically for this condition and should not automatically
be used for other vehicles with similar symptoms.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
For vehicles repaired under warranty, use the table.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Customer Interest: > 05-08-46-004C
> Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned > Page 70
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Customer Interest: > 02-08-46-006C
> Jan > 08 > OnStar(R) - Incorrect GPS Position Reported During Call
Emergency Contact Module: Customer Interest OnStar(R) - Incorrect GPS Position Reported
During Call
Bulletin No.: 02-08-46-006C
Date: January 08, 2008
INFORMATION
Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During
OnStar(R) Call
Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008
HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X
with OnStar(R)
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
02-08-46-006B (Section 08 - Body and Accessories).
A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle
reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified
via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able
to identify this inaccurate location condition. Customers will then be notified through the mail by
OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R)
will instruct the customer to return to the dealership to have this condition corrected.
It is not necessary to reconfigure the vehicle after the following procedure.
In order to correct this condition you must cycle power to the OnStar(R) system. This can be done
by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R)
module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery.
The power needs to be removed from the system for approximately 15 minutes.
After completing this procedure the vehicle should be taken to an area with an unobstructed view of
the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to
reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue
OnStar(R) button and ask the advisor to verify the GPS position.
If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and
Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the
concern. If the normal diagnostics lead to module replacement you will need to contact Technical
Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the
diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out
within 24 hours and a pre-paid return package label will be included for returning the faulty part. By
returning the faulty part you will avoid a significant non-return core charge.
Warranty Information (excluding Saab US Models)
For vehicles repaired under warranty, use the table.
Warranty Information (Saab US Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > Customer Interest: > 02-08-46-006C
> Jan > 08 > OnStar(R) - Incorrect GPS Position Reported During Call > Page 75
For vehicles repaired under warranty use, the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 05-08-46-004C > Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number
Incorrect/Incorrectly Assigned
INFORMATION
Bulletin No.: 05-08-46-004C
Date: December 23, 2010
Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another
Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System
Models:
2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1)
Supercede: This bulletin is being revised to update model years up to 2011. Please discard
Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories).
During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone
number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these
concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the
OnStar(R) phone number.
Service Procedure
1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech
2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section.
Then select the Special Functions menu.
For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular
Communication section. Select Module Setup and then Vehicle Communication Interface Module.
3. Locate the Program Phone Number prompt and select it. The original phone number will be
displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance
Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a
time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft
key at the base of the screen for Done once these numbers have been changed on the screen. 7.
Press the Soft key for Done again. The area code or new phone number has now been
programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the
blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call
center. If applicable, make sure the
Hands-Free Calling (HFC) works properly by making a phone call.
10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at
TAC with the results. Dealers in Canada should
submit case closing information through the GM infoNET.
Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited
is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If
the procedure above does not resolve the condition, you must contact TAC for further assistance.
This diagnostic approach was developed specifically for this condition and should not automatically
be used for other vehicles with similar symptoms.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 05-08-46-004C > Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned > Page 81
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R)
Technical Service Bulletin # 08089C Date: 081118
Campaign - Deactivation Of Analog OnStar(R)
# 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008)
Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R)
DEACTIVATION
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Models
The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005
Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued
September 2008.
Condition
In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no
longer be required to support the analog wireless network beginning in 2008. As a result, On
Star(R) is unable to continue analog service.
OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are
some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in
these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still
active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or
near deployment, the customer may hear a recording that OnStar(R) is being contacted. However,
since analog service is no longer available, the call will not connect to OnStar(R). To end the call,
the customer must press the white phone or white dot button. If the call is not ended, the system
will continue to try to connect to OnStar(R) until the vehicle battery is drained.
Special Policy Adjustment
At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service
will be made at no charge to the customer.
This special coverage covers the condition described above until December 31, 2008 for all
non-Saab vehicles; April 30, 2009 for all Saab vehicles.
Vehicles Involved
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Involved are certain vehicles within the VIN breakpoints shown above.
PARTS INFORMATION -- Saab US Only
Customer Notification
General Motors will notify customers of this special coverage on their vehicles (see copy of typical
customer letter shown in this bulletin - actual divisional letter may vary slightly).
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Claim Information - GM, Saturn Canada and Saab Canada Only
Claim Information - Saturn US Only
Customer Reimbursement Claims - Special Attention Required
Customer reimbursement claims must have entered into the "technician comments" field the CSO
# (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any
deductibles and taxes paid by the customer.
Claim Information - Saab US Only
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1. To receive credit, submit a claim with the information above.
Disclaimer
2001 and Older Model Year Vehicles (Except Saab Vehicles)
2001 and Older Model Year Vehicles (Except Saab Vehicles)
Important:
2001 and older model year vehicles require the removal of the battery power from the OnStar(R)
vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or
emergency/airbag call.
1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit
Replacement in SI.
Important:
Complete removal of the VIU is usually not required. Perform only the steps required to gain
access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+)
circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an
inadvertent OnStar(R) or emergency/airbag call.
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2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure
location. Refer to Cellular Communications Connector End Views and related schematics in SI, if
required.
Important:
DO NOT perform the OnStar(R) reconfiguration and/or programming procedure.
3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and
interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle
Interface Unit Replacement in SI.
2002 Through 2006 Model Year Vehicles (Except Saab Vehicles)
2002 through 2006 Model Year Vehicles (Except Saab Vehicles)
Important:
The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully
perform the VCIM setup procedure and disable the analog system.
1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument
panel of the vehicle.
2. Turn the Tech 2 ON by pressing the power button.
Important:
Tech 2 screen navigation to get to the setup procedure depends on the year and make of the
vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on
model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2
screen is provided below.
^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >>
Setup New OnStar >>
^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm.
Interface Module >> Module Setup >> VCIM Setup >>
3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup
Tech 2 screen.
2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV
2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV
1. Remove the ground cable from the battery's negative terminal.
2. Apply the handbrake brake.
3. Detach the floor console.
4. Remove the switch and the floor console:
3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector.
3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then
unhooking the front edge. Unplug the ignition
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switch lighting connector.
3.3. Undo the floor console's retaining bolts (C).
3.4. Take out the rear ashtray/cover (D).
3.5. Remove the screw (E) for the rear cover.
3.6. Remove the floor console's retaining nuts (E).
3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly.
3.8. If required, detach the switch for the rear seat heater and unplug the connector.
4. Remove the switch and the floor console:
4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the
window lift module's connector.
4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console.
5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure
it:
5.1. Unplug the SRS control module's connector (A).
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5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting
rail (D).
5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the
cable and secure it with tape (F).
5.4. Fit the connecting rail and end face.
5.5. Plug in the connector (A) and secure the cables with cable ties (B).
6. Install the floor console over the handbrake. Do not press the console down into place, but
instead allow it to fit loosely.
7. Install the switch:
7.1. Install the switch for the roof lighting (B) and plug in its connector.
7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the
hole for each respective unit. Plug in the window lift module's connector and install the module (A).
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7.3. If equipped, connect the rear seat heater's connector and install the switch.
8. Install the floor console:
8.1. Install the floor console's retaining bolts (C) and retaining nuts (F).
8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the
cover (E).
8.3. Install the ashtray/cover (D).
8.4. Install the ignition switch cover (B).
8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting.
9. Remove the OnStar(R) control modules and secure the wiring:
9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8.
Body - Interior equipment - Adjustment/Replacement.
9.2. Unplug the connectors (A) from the OnStar(R) control modules.
9.3. Remove the console (B) together with the OnStar(R) control modules.
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Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior
equipment - Adjustment/Replacement.
10. Install the ground cable to the battery's negative terminal.
11. Clear the diagnostic trouble codes.
12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical
description.
2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV
2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV
Notice:
Handle the fiber optic cables with care or the signal may be distorted.
^ It is very important that the two leads in the connector are not confused with one another.
^ Do not splice the cables.
^ Do not bend the cable in a radius smaller than 25 mm (1 in).
^ Do not expose the cable to temperatures exceeding 185°F (85°C).
^ Keep the cable ends free from dirt and grime.
^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby
reducing the intensity of the light and causing possible communication interruptions.
^ The cable should not lie against any sharp edges as this may cause increased signal attenuation.
1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model
year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove.
2. Remove the ground cable from the battery's negative terminal.
3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure
it:
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4.1. Unplug the SRS control module's connector (A).
4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting
rail (D).
4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable
and secure it with tape (F).
4.4. Fit the connecting rail and end face.
4.5. Plug in the connector (A) and secure the cables with cable ties (B).
5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6. M03: Replace the optic cable on the right-hand side
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Important:
Secure the wiring harness so that there is no risk of chafing or rattling.
6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement.
6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.4. Fold the rear seat backrest forward.
6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement.
6.6. Remove the A-pillar's lower side piece.
6.7. Open the cover on the right-hand wiring harness channels.
6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the
right-hand A-pillar.
6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car.
6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector
H2-11. Push in the optic cable and make sure
the catch (B) locks and refit the locking strip (A).
6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring
harness (C).
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Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through
the existing cable ties (C) if possible, otherwise,
secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches
lock.
6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring
harness securing points and by the SRS unit (D).
6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel
shelf.
6.15. Unplug the connectors (E) from the OnStar(R) control modules.
6.16. Remove the console (F) together with the OnStar(R) control modules.
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Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness
once more and secure with cable ties (H).
6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the
ordinary securing points and by the speaker (I).
6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel
housing, next to REC. The cable is secured in
the existing clips.
6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement.
6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement.
6.24. Fold up the rear seat backrest.
6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.26. Fit the A-pillar's lower side piece.
7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring:
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7.1. Remove the console (A) together with the OnStar(R) control modules.
7.2. Remove the connectors (B).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
8. CV: Removing the OnStar(R) control modules and securing the wiring:
Adjustment/Replacement.
8.1. Open the luggage compartment floor.
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8.2. Remove the console (A) together with the OnStar(R) control modules.
8.3. Remove the connectors (B).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
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8.5. Close the luggage compartment floor.
9. Fold down the left-hand rear side hatch in the luggage compartment.
10. M03: Replace the optic cable on the left-hand rear side:
10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A).
10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable.
10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the
connector and disconnect the optic cable coming
from the OnStar(R) control modules.
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10.4. Remove the end cap from the new optic cable, connect to the connector and refit the
secondary catch (D). Fit the terminal housing (C) to the
connector and refit the locking strip (B).
10.5. Secure the old optic cable together with the new one (E).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker.
12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables:
12.1. Cut off the cable tie holding the connector (H2-9) against REC.
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12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and
remove the tape (B) holding the optic cables.
12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a
screwdriver. Remove the secondary catch (E)
on the connector and remove the optic cables coming from the OnStar(R) control modules.
12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the
secondary catch (E). Connect the connector so
that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the
locking strip (C).
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Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness
approx. 100 mm (4 in) from H2-9, fit the cable
tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the
bracket.
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and
secure with cable tie.
13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment
- Adjustment/Replacement.
14. Fit the ground cable to the battery's negative terminal.
15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging
system - Adjustment/Replacement.
Important:
Follow Tech 2(R) on-screen instructions.
16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and
Operation - Add/Remove.
2000-2004 Saab 9-5
2000-2004 Saab 9-5
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 116
1. Remove the ground cable from the battery's negative cable.
2. Remove the center console, see WIS - Body - Interior.
3. Loosen the gear shift housing (A).
AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws.
4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and
secure the cable.
4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 117
4.2. Release the back end of the connector (C) and remove from the contact rail (D).
4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold
back the cable and secure using tape (F).
4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold
back the cable and secure using tape (F).
4.5. Assemble the contact rail and end.
4.6. Connect connector (A) and secure the cable using a cable tie (B).
5. Assemble the gear shift housing (A).
AUT: Connect connector (B).
6. Assemble the center console, see WIS - Body - Interior.
7. Remove the OnStar(R) control module and secure the cable harness:
7.1. 5D: Remove the right-hand cover from the luggage compartment floor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 118
7.2. Remove the console (A).
7.3. Disconnect the connector (B) from the OnStar(R) control module.
Important:
Secure the cable harness to prevent the risk of scraping and rattling.
7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness
again and secure with cable ties (D).
7.5. 5D: Assemble the right-hand cover for the luggage compartment floor.
8. Fit the ground cable on the battery's negative cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 119
9. Erase the diagnostic trouble codes.
10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical
description.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 06-08-64-007A > Sep > 08 > OnStar(R) - Analog Only Systems Information
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog Only Systems
Information
INFORMATION
Bulletin No.: 06-08-64-007A
Date: September 22, 2008
Subject: Information on OnStar(R) Analog-Only Systems
Models
Supercede:
This bulletin is being revised to update the models affected list above. Please discard Corporate
Bulletin Number 06-08-46-007 (Section 08 - Body & Accessories).
All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R)
Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only
on the analog wireless network and cannot be upgraded for digital network compatibility.
Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning
January 1, 2008. At that time, service will be available only through Dual-Mode (Analog / Digital)
equipment. Analog-Only vehicles cannot be upgraded to digital equipment.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 08-08-46-004 > Aug > 08 > OnStar(R) - Aftermarket Device Interference Information
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device
Interference Information
INFORMATION
Bulletin No.: 08-08-46-004
Date: August 14, 2008
Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services
Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER
H2, H3 Models 2009 and Prior Saab 9-7X
with OnStar(R) (RPO UE1)
This bulletin is being issued to provide dealer service personnel with information regarding
aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to
OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails.
Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not
limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices,
interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call)
by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data
for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail.
These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or
information gathering. When these devices are requesting data, OnStar(R) is designed not to
interfere with any data request being made by these devices as required by OBD II regulations.
The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only
be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some
cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern.
When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic
probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail,
verify that an aftermarket device was not present at the time of the requested probe. Regarding the
OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail
will consistently display a "yellow" indication in diagnostics section for all vehicle systems except
the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed
(i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume
following the removal or disconnecting of the off-board device.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 00-08-46-004C > Jan > 08 > OnStar(R) - Re-establishing OnStar(R) Communications
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R)
Communications
Bulletin No.: 00-08-46-004C
Date: January 17, 2008
INFORMATION
Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect
Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab)
with Digital OnStar(R) (RPO UE1)
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 00-08-46-004B (Section 08 - Body and Accessories).
When servicing any of the above models and a battery cable is disconnected or power to the
OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the
following procedure must be performed to verify proper Global Positioning System (GPS) function.
Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles.
Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module
has a unique identification number. The VCIM has a specific Station Identification (STID). This
identification number is used by the National Cellular Telephone Network and OnStar(R) systems
and is stored in General Motors Vehicle History files by VIN.
After completing ALL repairs to the vehicle you must perform the following procedure:
Move the vehicle into an open area of the service lot.
Sit in the vehicle with the engine running and the radio turned on for five minutes.
Press the OnStar(R) button in the vehicle.
When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle.
If the vehicle location is different than the location the OnStar(R) advisor gives contact GM
Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in
the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are
usually shipped out within 24 hours, and a pre-paid return package label will be included for
returning the faulty part. By returning the faulty part, you will avoid a non-return core charge.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 02-08-46-006C > Jan > 08 > OnStar(R) - Incorrect GPS Position Reported During Call
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position
Reported During Call
Bulletin No.: 02-08-46-006C
Date: January 08, 2008
INFORMATION
Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During
OnStar(R) Call
Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008
HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X
with OnStar(R)
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
02-08-46-006B (Section 08 - Body and Accessories).
A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle
reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified
via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able
to identify this inaccurate location condition. Customers will then be notified through the mail by
OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R)
will instruct the customer to return to the dealership to have this condition corrected.
It is not necessary to reconfigure the vehicle after the following procedure.
In order to correct this condition you must cycle power to the OnStar(R) system. This can be done
by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R)
module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery.
The power needs to be removed from the system for approximately 15 minutes.
After completing this procedure the vehicle should be taken to an area with an unobstructed view of
the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to
reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue
OnStar(R) button and ask the advisor to verify the GPS position.
If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and
Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the
concern. If the normal diagnostics lead to module replacement you will need to contact Technical
Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the
diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out
within 24 hours and a pre-paid return package label will be included for returning the faulty part. By
returning the faulty part you will avoid a significant non-return core charge.
Warranty Information (excluding Saab US Models)
For vehicles repaired under warranty, use the table.
Warranty Information (Saab US Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 02-08-46-006C > Jan > 08 > OnStar(R) - Incorrect GPS Position Reported During Call >
Page 136
For vehicles repaired under warranty use, the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Emergency Contact Module: > 06-08-46-007 > Dec > 06 > OnStar - Analog-Only Systems Information
Emergency Contact Module: All Technical Service Bulletins OnStar - Analog-Only Systems
Information
Bulletin No.: 06-08-46-007
Date: December 13, 2006
INFORMATION
Subject: Information on OnStar(R) Analog-Only Systems
Models: 1996-2001 GM Passenger Cars and Trucks
Plus: 2002 Buick LeSabre, Rendezvous 2002-2003 Buick Century, Regal 2002-2005 Buick Park
Avenue 2002 Cadillac Eldorado, Escalade Models 2002 Chevrolet Avalanche, Silverado,
Suburban, Tahoe, Venture 2002 GMC Denali, Denali XL, Jimmy, Sierra, Yukon, Yukon XL 2002
Oldsmobile Intrigue, Silhouette 2002-2003 Oldsmobile Aurora 2002 Pontiac Aztek, Bonneville,
Montana 2002-2003 Pontiac Grand Prix
with OnStar(R) (RPO UE1)
All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R)
Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only
on the analog wireless network and cannot be upgraded for digital network compatibility.
Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning
January 1, 2008. At that time, service will be available only through Dual-Mode (Analog/Digital)
equipment. Analog-Only vehicles cannot be upgraded to digital equipment.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 05-08-46-004C > Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number
Incorrect/Incorrectly Assigned
INFORMATION
Bulletin No.: 05-08-46-004C
Date: December 23, 2010
Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another
Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System
Models:
2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1)
Supercede: This bulletin is being revised to update model years up to 2011. Please discard
Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories).
During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone
number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these
concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the
OnStar(R) phone number.
Service Procedure
1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech
2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section.
Then select the Special Functions menu.
For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular
Communication section. Select Module Setup and then Vehicle Communication Interface Module.
3. Locate the Program Phone Number prompt and select it. The original phone number will be
displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance
Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a
time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft
key at the base of the screen for Done once these numbers have been changed on the screen. 7.
Press the Soft key for Done again. The area code or new phone number has now been
programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the
blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call
center. If applicable, make sure the
Hands-Free Calling (HFC) works properly by making a phone call.
10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at
TAC with the results. Dealers in Canada should
submit case closing information through the GM infoNET.
Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited
is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If
the procedure above does not resolve the condition, you must contact TAC for further assistance.
This diagnostic approach was developed specifically for this condition and should not automatically
be used for other vehicles with similar symptoms.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 05-08-46-004C > Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned > Page 146
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 06-08-64-007A > Sep > 08 > OnStar(R) - Analog Only Systems Information
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog Only Systems
Information
INFORMATION
Bulletin No.: 06-08-64-007A
Date: September 22, 2008
Subject: Information on OnStar(R) Analog-Only Systems
Models
Supercede:
This bulletin is being revised to update the models affected list above. Please discard Corporate
Bulletin Number 06-08-46-007 (Section 08 - Body & Accessories).
All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R)
Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only
on the analog wireless network and cannot be upgraded for digital network compatibility.
Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning
January 1, 2008. At that time, service will be available only through Dual-Mode (Analog / Digital)
equipment. Analog-Only vehicles cannot be upgraded to digital equipment.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 08-08-46-004 > Aug > 08 > OnStar(R) - Aftermarket Device Interference Information
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device
Interference Information
INFORMATION
Bulletin No.: 08-08-46-004
Date: August 14, 2008
Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services
Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER
H2, H3 Models 2009 and Prior Saab 9-7X
with OnStar(R) (RPO UE1)
This bulletin is being issued to provide dealer service personnel with information regarding
aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to
OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails.
Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not
limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices,
interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call)
by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data
for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail.
These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or
information gathering. When these devices are requesting data, OnStar(R) is designed not to
interfere with any data request being made by these devices as required by OBD II regulations.
The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only
be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some
cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern.
When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic
probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail,
verify that an aftermarket device was not present at the time of the requested probe. Regarding the
OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail
will consistently display a "yellow" indication in diagnostics section for all vehicle systems except
the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed
(i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume
following the removal or disconnecting of the off-board device.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 00-08-46-004C > Jan > 08 > OnStar(R) - Re-establishing OnStar(R) Communications
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R)
Communications
Bulletin No.: 00-08-46-004C
Date: January 17, 2008
INFORMATION
Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect
Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab)
with Digital OnStar(R) (RPO UE1)
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 00-08-46-004B (Section 08 - Body and Accessories).
When servicing any of the above models and a battery cable is disconnected or power to the
OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the
following procedure must be performed to verify proper Global Positioning System (GPS) function.
Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles.
Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module
has a unique identification number. The VCIM has a specific Station Identification (STID). This
identification number is used by the National Cellular Telephone Network and OnStar(R) systems
and is stored in General Motors Vehicle History files by VIN.
After completing ALL repairs to the vehicle you must perform the following procedure:
Move the vehicle into an open area of the service lot.
Sit in the vehicle with the engine running and the radio turned on for five minutes.
Press the OnStar(R) button in the vehicle.
When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle.
If the vehicle location is different than the location the OnStar(R) advisor gives contact GM
Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in
the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are
usually shipped out within 24 hours, and a pre-paid return package label will be included for
returning the faulty part. By returning the faulty part, you will avoid a non-return core charge.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 02-08-46-006C > Jan > 08 > OnStar(R) - Incorrect GPS Position Reported During Call
Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position
Reported During Call
Bulletin No.: 02-08-46-006C
Date: January 08, 2008
INFORMATION
Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During
OnStar(R) Call
Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008
HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X
with OnStar(R)
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
02-08-46-006B (Section 08 - Body and Accessories).
A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle
reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified
via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able
to identify this inaccurate location condition. Customers will then be notified through the mail by
OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R)
will instruct the customer to return to the dealership to have this condition corrected.
It is not necessary to reconfigure the vehicle after the following procedure.
In order to correct this condition you must cycle power to the OnStar(R) system. This can be done
by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R)
module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery.
The power needs to be removed from the system for approximately 15 minutes.
After completing this procedure the vehicle should be taken to an area with an unobstructed view of
the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to
reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue
OnStar(R) button and ask the advisor to verify the GPS position.
If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and
Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the
concern. If the normal diagnostics lead to module replacement you will need to contact Technical
Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the
diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out
within 24 hours and a pre-paid return package label will be included for returning the faulty part. By
returning the faulty part you will avoid a significant non-return core charge.
Warranty Information (excluding Saab US Models)
For vehicles repaired under warranty, use the table.
Warranty Information (Saab US Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 02-08-46-006C > Jan > 08 > OnStar(R) - Incorrect GPS Position Reported During Call >
Page 163
For vehicles repaired under warranty use, the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 06-08-46-007 > Dec > 06 > OnStar - Analog-Only Systems Information
Emergency Contact Module: All Technical Service Bulletins OnStar - Analog-Only Systems
Information
Bulletin No.: 06-08-46-007
Date: December 13, 2006
INFORMATION
Subject: Information on OnStar(R) Analog-Only Systems
Models: 1996-2001 GM Passenger Cars and Trucks
Plus: 2002 Buick LeSabre, Rendezvous 2002-2003 Buick Century, Regal 2002-2005 Buick Park
Avenue 2002 Cadillac Eldorado, Escalade Models 2002 Chevrolet Avalanche, Silverado,
Suburban, Tahoe, Venture 2002 GMC Denali, Denali XL, Jimmy, Sierra, Yukon, Yukon XL 2002
Oldsmobile Intrigue, Silhouette 2002-2003 Oldsmobile Aurora 2002 Pontiac Aztek, Bonneville,
Montana 2002-2003 Pontiac Grand Prix
with OnStar(R) (RPO UE1)
All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R)
Hardware. OnStar(R) equipped vehicles with analog-only equipment were designed to operate only
on the analog wireless network and cannot be upgraded for digital network compatibility.
Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning
January 1, 2008. At that time, service will be available only through Dual-Mode (Analog/Digital)
equipment. Analog-Only vehicles cannot be upgraded to digital equipment.
Disclaimer
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Technical Service Bulletin # 08089C Date: 081118
Campaign - Deactivation Of Analog OnStar(R)
# 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008)
Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R)
DEACTIVATION
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Models
The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005
Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued
September 2008.
Condition
In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no
longer be required to support the analog wireless network beginning in 2008. As a result, On
Star(R) is unable to continue analog service.
OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are
some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in
these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still
active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or
near deployment, the customer may hear a recording that OnStar(R) is being contacted. However,
since analog service is no longer available, the call will not connect to OnStar(R). To end the call,
the customer must press the white phone or white dot button. If the call is not ended, the system
will continue to try to connect to OnStar(R) until the vehicle battery is drained.
Special Policy Adjustment
At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service
will be made at no charge to the customer.
This special coverage covers the condition described above until December 31, 2008 for all
non-Saab vehicles; April 30, 2009 for all Saab vehicles.
Vehicles Involved
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Involved are certain vehicles within the VIN breakpoints shown above.
PARTS INFORMATION -- Saab US Only
Customer Notification
General Motors will notify customers of this special coverage on their vehicles (see copy of typical
customer letter shown in this bulletin - actual divisional letter may vary slightly).
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Claim Information - GM, Saturn Canada and Saab Canada Only
Claim Information - Saturn US Only
Customer Reimbursement Claims - Special Attention Required
Customer reimbursement claims must have entered into the "technician comments" field the CSO
# (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any
deductibles and taxes paid by the customer.
Claim Information - Saab US Only
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1. To receive credit, submit a claim with the information above.
Disclaimer
2001 and Older Model Year Vehicles (Except Saab Vehicles)
2001 and Older Model Year Vehicles (Except Saab Vehicles)
Important:
2001 and older model year vehicles require the removal of the battery power from the OnStar(R)
vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or
emergency/airbag call.
1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit
Replacement in SI.
Important:
Complete removal of the VIU is usually not required. Perform only the steps required to gain
access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+)
circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an
inadvertent OnStar(R) or emergency/airbag call.
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2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure
location. Refer to Cellular Communications Connector End Views and related schematics in SI, if
required.
Important:
DO NOT perform the OnStar(R) reconfiguration and/or programming procedure.
3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and
interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle
Interface Unit Replacement in SI.
2002 Through 2006 Model Year Vehicles (Except Saab Vehicles)
2002 through 2006 Model Year Vehicles (Except Saab Vehicles)
Important:
The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully
perform the VCIM setup procedure and disable the analog system.
1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument
panel of the vehicle.
2. Turn the Tech 2 ON by pressing the power button.
Important:
Tech 2 screen navigation to get to the setup procedure depends on the year and make of the
vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on
model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2
screen is provided below.
^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >>
Setup New OnStar >>
^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm.
Interface Module >> Module Setup >> VCIM Setup >>
3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup
Tech 2 screen.
2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV
2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV
1. Remove the ground cable from the battery's negative terminal.
2. Apply the handbrake brake.
3. Detach the floor console.
4. Remove the switch and the floor console:
3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector.
3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then
unhooking the front edge. Unplug the ignition
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switch lighting connector.
3.3. Undo the floor console's retaining bolts (C).
3.4. Take out the rear ashtray/cover (D).
3.5. Remove the screw (E) for the rear cover.
3.6. Remove the floor console's retaining nuts (E).
3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly.
3.8. If required, detach the switch for the rear seat heater and unplug the connector.
4. Remove the switch and the floor console:
4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the
window lift module's connector.
4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console.
5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure
it:
5.1. Unplug the SRS control module's connector (A).
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5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting
rail (D).
5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the
cable and secure it with tape (F).
5.4. Fit the connecting rail and end face.
5.5. Plug in the connector (A) and secure the cables with cable ties (B).
6. Install the floor console over the handbrake. Do not press the console down into place, but
instead allow it to fit loosely.
7. Install the switch:
7.1. Install the switch for the roof lighting (B) and plug in its connector.
7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the
hole for each respective unit. Plug in the window lift module's connector and install the module (A).
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7.3. If equipped, connect the rear seat heater's connector and install the switch.
8. Install the floor console:
8.1. Install the floor console's retaining bolts (C) and retaining nuts (F).
8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the
cover (E).
8.3. Install the ashtray/cover (D).
8.4. Install the ignition switch cover (B).
8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting.
9. Remove the OnStar(R) control modules and secure the wiring:
9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8.
Body - Interior equipment - Adjustment/Replacement.
9.2. Unplug the connectors (A) from the OnStar(R) control modules.
9.3. Remove the console (B) together with the OnStar(R) control modules.
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Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior
equipment - Adjustment/Replacement.
10. Install the ground cable to the battery's negative terminal.
11. Clear the diagnostic trouble codes.
12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical
description.
2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV
2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV
Notice:
Handle the fiber optic cables with care or the signal may be distorted.
^ It is very important that the two leads in the connector are not confused with one another.
^ Do not splice the cables.
^ Do not bend the cable in a radius smaller than 25 mm (1 in).
^ Do not expose the cable to temperatures exceeding 185°F (85°C).
^ Keep the cable ends free from dirt and grime.
^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby
reducing the intensity of the light and causing possible communication interruptions.
^ The cable should not lie against any sharp edges as this may cause increased signal attenuation.
1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model
year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove.
2. Remove the ground cable from the battery's negative terminal.
3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure
it:
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4.1. Unplug the SRS control module's connector (A).
4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting
rail (D).
4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable
and secure it with tape (F).
4.4. Fit the connecting rail and end face.
4.5. Plug in the connector (A) and secure the cables with cable ties (B).
5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6. M03: Replace the optic cable on the right-hand side
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Important:
Secure the wiring harness so that there is no risk of chafing or rattling.
6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement.
6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.4. Fold the rear seat backrest forward.
6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement.
6.6. Remove the A-pillar's lower side piece.
6.7. Open the cover on the right-hand wiring harness channels.
6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the
right-hand A-pillar.
6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car.
6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector
H2-11. Push in the optic cable and make sure
the catch (B) locks and refit the locking strip (A).
6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring
harness (C).
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Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through
the existing cable ties (C) if possible, otherwise,
secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches
lock.
6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring
harness securing points and by the SRS unit (D).
6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel
shelf.
6.15. Unplug the connectors (E) from the OnStar(R) control modules.
6.16. Remove the console (F) together with the OnStar(R) control modules.
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Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness
once more and secure with cable ties (H).
6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the
ordinary securing points and by the speaker (I).
6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel
housing, next to REC. The cable is secured in
the existing clips.
6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement.
6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement.
6.24. Fold up the rear seat backrest.
6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
6.26. Fit the A-pillar's lower side piece.
7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring:
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7.1. Remove the console (A) together with the OnStar(R) control modules.
7.2. Remove the connectors (B).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement.
8. CV: Removing the OnStar(R) control modules and securing the wiring:
Adjustment/Replacement.
8.1. Open the luggage compartment floor.
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8.2. Remove the console (A) together with the OnStar(R) control modules.
8.3. Remove the connectors (B).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness
once more and secure with cable ties (D).
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8.5. Close the luggage compartment floor.
9. Fold down the left-hand rear side hatch in the luggage compartment.
10. M03: Replace the optic cable on the left-hand rear side:
10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A).
10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable.
10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the
connector and disconnect the optic cable coming
from the OnStar(R) control modules.
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10.4. Remove the end cap from the new optic cable, connect to the connector and refit the
secondary catch (D). Fit the terminal housing (C) to the
connector and refit the locking strip (B).
10.5. Secure the old optic cable together with the new one (E).
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
Important:
Secure the wiring harness so that there is no risk of chafing and rattling.
11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker.
12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables:
12.1. Cut off the cable tie holding the connector (H2-9) against REC.
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12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and
remove the tape (B) holding the optic cables.
12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a
screwdriver. Remove the secondary catch (E)
on the connector and remove the optic cables coming from the OnStar(R) control modules.
12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the
secondary catch (E). Connect the connector so
that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the
locking strip (C).
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Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness
approx. 100 mm (4 in) from H2-9, fit the cable
tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the
bracket.
Important:
The optic cable must not be bent with a radius less than 25 mm (1 in).
12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and
secure with cable tie.
13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment
- Adjustment/Replacement.
14. Fit the ground cable to the battery's negative terminal.
15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging
system - Adjustment/Replacement.
Important:
Follow Tech 2(R) on-screen instructions.
16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and
Operation - Add/Remove.
2000-2004 Saab 9-5
2000-2004 Saab 9-5
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 203
1. Remove the ground cable from the battery's negative cable.
2. Remove the center console, see WIS - Body - Interior.
3. Loosen the gear shift housing (A).
AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws.
4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and
secure the cable.
4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 204
4.2. Release the back end of the connector (C) and remove from the contact rail (D).
4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold
back the cable and secure using tape (F).
4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold
back the cable and secure using tape (F).
4.5. Assemble the contact rail and end.
4.6. Connect connector (A) and secure the cable using a cable tie (B).
5. Assemble the gear shift housing (A).
AUT: Connect connector (B).
6. Assemble the center console, see WIS - Body - Interior.
7. Remove the OnStar(R) control module and secure the cable harness:
7.1. 5D: Remove the right-hand cover from the luggage compartment floor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 205
7.2. Remove the console (A).
7.3. Disconnect the connector (B) from the OnStar(R) control module.
Important:
Secure the cable harness to prevent the risk of scraping and rattling.
7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness
again and secure with cable ties (D).
7.5. 5D: Assemble the right-hand cover for the luggage compartment floor.
8. Fit the ground cable on the battery's negative cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment >
Emergency Contact Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for
Emergency Contact Module: > 08089C > Nov > 08 > Campaign - Deactivation Of Analog OnStar(R) > Page 206
9. Erase the diagnostic trouble codes.
10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical
description.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D >
Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules
Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules
TECHNICAL
Bulletin No.: 09-06-03-004D
Date: December 08, 2010
Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle
Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion
(Disconnect Affected Connector and Apply Dielectric Lubricant)
Models:
2011 and Prior GM Passenger Cars and Trucks
Attention:
This repair can be applied to ANY electrical connection including, but not limited to: lighting, body
electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the
point where it prevents the full engagement of sealed connectors. A light coating on the terminal
surfaces is sufficient to correct the condition.
Supercede: This bulletin is being revised to update the Attention statement and add the 2011
model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System).
Condition
Some customers may comment on any of the following conditions:
- An intermittent no crank/no start
- Intermittent malfunction indicator lamp (MIL) illumination
- Intermittent service lamp illumination
- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.
Cause
This condition may be caused by a buildup of nonconductive insulating oxidized debris known as
fretting corrosion, occurring between two electrical contact surfaces of the connection or connector.
This may be caused by any of the following conditions:
- Vibration
- Thermal cycling
- Poor connection/terminal retention
- Micro motion
- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent
connections.
On high current power circuits this condition may cause permanent increases in the resistance and
may cause a device to become inoperative.
Representative List of Control Modules and Components
The following is only a representative list of control modules and components that may be affected
by this connection or connector condition and DOES NOT include every possible module or
component for every vehicle.
- Blower Control Module
- Body Control Module (BCM)
- Communication Interface Module (CIM)
- Cooling Fan Control Module
- Electronic Brake Control Module (EBCM)
- Electronic Brake and Traction Control Module (EBTCM)
- Electronic Suspension Control (ESC) Module
- Engine Control Module (ECM)
- Heating, Ventilation and Air Conditioning (HVAC) Control Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D >
Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 231
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D >
Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 232
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 09-06-03-004D >
Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 233
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: >
09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules
Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control
Modules
TECHNICAL
Bulletin No.: 09-06-03-004D
Date: December 08, 2010
Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle
Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion
(Disconnect Affected Connector and Apply Dielectric Lubricant)
Models:
2011 and Prior GM Passenger Cars and Trucks
Attention:
This repair can be applied to ANY electrical connection including, but not limited to: lighting, body
electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the
point where it prevents the full engagement of sealed connectors. A light coating on the terminal
surfaces is sufficient to correct the condition.
Supercede: This bulletin is being revised to update the Attention statement and add the 2011
model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System).
Condition
Some customers may comment on any of the following conditions:
- An intermittent no crank/no start
- Intermittent malfunction indicator lamp (MIL) illumination
- Intermittent service lamp illumination
- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.
Cause
This condition may be caused by a buildup of nonconductive insulating oxidized debris known as
fretting corrosion, occurring between two electrical contact surfaces of the connection or connector.
This may be caused by any of the following conditions:
- Vibration
- Thermal cycling
- Poor connection/terminal retention
- Micro motion
- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent
connections.
On high current power circuits this condition may cause permanent increases in the resistance and
may cause a device to become inoperative.
Representative List of Control Modules and Components
The following is only a representative list of control modules and components that may be affected
by this connection or connector condition and DOES NOT include every possible module or
component for every vehicle.
- Blower Control Module
- Body Control Module (BCM)
- Communication Interface Module (CIM)
- Cooling Fan Control Module
- Electronic Brake Control Module (EBCM)
- Electronic Brake and Traction Control Module (EBTCM)
- Electronic Suspension Control (ESC) Module
- Engine Control Module (ECM)
- Heating, Ventilation and Air Conditioning (HVAC) Control Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: >
09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 239
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: >
09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 240
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay
Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: >
09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 241
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Power Seat Control
Module > Component Information > Diagrams
Heated Seat Control Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Seat Heater Control
Module > Component Information > Service and Repair
Seat Heater Control Module: Service and Repair
Front Seat Heater Control Module Replacement
Removal Procedure
1. Remove the front seat adjuster to floor pan bolts. 2. Tilt the seat forward.
3. Disconnect the electric connectors from the heated seat module.
4. Cut the tie straps to the module. 5. Remove the heated seat module.
Installation Procedure
1. Position the heated seat module under the seat.
2. Connect the electric connectors to the heated seat module.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Seat Heater Control
Module > Component Information > Service and Repair > Page 249
3. Install new tie straps to the module.
Notice: Refer to Fastener Notice in Cautions and Notices.
4. Install the front bucket seat adjuster-to-floor pan bolts.
Tighten the front bucket seat adjuster-to-floor pan bolts to 42 Nm (31 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Seat Heater Relay >
Component Information > Locations
Seat Heater Relay: Locations
Below the seat.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Technical Service Bulletins > Customer Interest for Sunroof / Moonroof Module: >
02-08-67-001 > Feb > 02 > Headliner - Sags At Sunroof Opening
Sunroof / Moonroof Module: Customer Interest Headliner - Sags At Sunroof Opening
File In Section: 08 - Body and Accessories
Bulletin No.: 02-08-67-001
Date: February, 2002
TECHNICAL
Subject: Headliner Sags At Sunroof Opening (Reattach Velcro(R) Strips)
Models: 2000-2001 Chevrolet Impala
Condition
Some customers may comment that the headliner sags at the front of the sunroof opening.
Cause
The Velcro(R) strips may have come loose from the sunroof module and/or the headliner.
Correction
Replace the Velcro(R) strips that may have pulled loose from the sunroof module and/or the
headliner. Clean the surface of the sunroof module using one of the cleaners listed below. Make
sure the two halves of the Velcro(R) strips are properly aligned with each other before reattaching
them. Apply adhesion promoter, P/N 12378462 (in Canada, us 10953554), to the sunroof module
to improve the 3M(R) Dual Lock(TM) strip retention. If the Velcro(R) strips have come loose from
the headliner, use hot melt glue to reattach them.
Parts Information
Parts are currently available from GMSPO.
To obtain 3M(R) Dual Lock(TM) Mini-Pack, purchase it locally.
Cleaning Solvents
^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984
^ Dominion Sure Seal, Sure Solve Stock BSS
^ Kent Acrosol
Warranty Information
For vehicles repaired under warranty use the table as shown.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Technical Service Bulletins > Customer Interest for Sunroof / Moonroof Module: >
02-08-67-001 > Feb > 02 > Headliner - Sags At Sunroof Opening > Page 261
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Sunroof / Moonroof
Module: > 02-08-67-001 > Feb > 02 > Headliner - Sags At Sunroof Opening
Sunroof / Moonroof Module: All Technical Service Bulletins Headliner - Sags At Sunroof Opening
File In Section: 08 - Body and Accessories
Bulletin No.: 02-08-67-001
Date: February, 2002
TECHNICAL
Subject: Headliner Sags At Sunroof Opening (Reattach Velcro(R) Strips)
Models: 2000-2001 Chevrolet Impala
Condition
Some customers may comment that the headliner sags at the front of the sunroof opening.
Cause
The Velcro(R) strips may have come loose from the sunroof module and/or the headliner.
Correction
Replace the Velcro(R) strips that may have pulled loose from the sunroof module and/or the
headliner. Clean the surface of the sunroof module using one of the cleaners listed below. Make
sure the two halves of the Velcro(R) strips are properly aligned with each other before reattaching
them. Apply adhesion promoter, P/N 12378462 (in Canada, us 10953554), to the sunroof module
to improve the 3M(R) Dual Lock(TM) strip retention. If the Velcro(R) strips have come loose from
the headliner, use hot melt glue to reattach them.
Parts Information
Parts are currently available from GMSPO.
To obtain 3M(R) Dual Lock(TM) Mini-Pack, purchase it locally.
Cleaning Solvents
^ 3M(R) General Purpose Adhesive Cleaner, P/N 08984
^ Dominion Sure Seal, Sure Solve Stock BSS
^ Kent Acrosol
Warranty Information
For vehicles repaired under warranty use the table as shown.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Sunroof / Moonroof
Module: > 02-08-67-001 > Feb > 02 > Headliner - Sags At Sunroof Opening > Page 267
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Technical Service Bulletins > Page 268
Sunroof / Moonroof Module: Specifications
Sunroof Module Bolts 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Locations > Component Locations
Sunroof / Moonroof Module: Component Locations
Sunroof Module
Locations View
In the center of the roof, underneath the headliner.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Locations > Component Locations > Page 271
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Locations > Component Locations > Page 272
Sunroof / Moonroof Module: Connector Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Locations > Component Locations > Page 273
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions
Sunroof / Moonroof Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 276
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 277
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 278
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 279
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 280
Sunroof / Moonroof Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 282
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 284
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 285
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 289
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 290
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 291
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 292
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 293
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 294
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 295
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 296
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 297
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 298
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 299
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 300
Equivalents - Decimal And Metric (Part 1 Of 2)
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 301
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 302
Sunroof / Moonroof Module: Connector Views
Sunroof Module, C1
Sunroof Module, C2
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 303
Sunroof / Moonroof Module: Electrical Diagrams
Power Sunroof Schematics: Without Driver Information Center (DIC)
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 304
Power Sunroof Schematics: With Driver Information Center (DIC)
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Module > Component Information > Diagrams > Page 305
Sunroof / Moonroof Module: Service and Repair
REMOVAL PROCEDURE
1. Position the sunroof to the fully closed position. 2. Remove the headliner. 3. Remove the
express module from the sunroof module by sidling the express module towards the center of the
vehicle.
4. Remove the express module from the vehicle. 5. Disconnect the electrical connectors from the
express module.
INSTALLATION PROCEDURE
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Module > Component Information > Diagrams > Page 306
1. Position the express module to the sunroof module. 2. Connect the electrical connector to the
express module.
3. Install the express module to the sunroof module by sliding the express module to the right,
pressing into place until fully locked in position. 4. Check the sunroof for proper operation. 5. Install
the headliner.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Body and Frame > Trunk / Liftgate Relay >
Component Information > Locations > Rear Compartment Lid Lamp Relay
Trunk / Liftgate Relay: Locations Rear Compartment Lid Lamp Relay
Inside the top underhood accessory wiring junction block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 01-03-10-008A > Feb
> 02 > Tire Inflation Monitor - False Message/Lamp ON
Electronic Brake Control Module: Customer Interest Tire Inflation Monitor - False Message/Lamp
ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 01-03-10-008A > Feb
> 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 320
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: >
01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Electronic Brake Control Module: All Technical Service Bulletins Tire Inflation Monitor - False
Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: >
01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 326
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Electronic
Brake Control Module: > 00-05-23-006 > Sep > 00 > Rear Disc Brakes - Groan/Squeal Noises
Brake Pad: All Technical Service Bulletins Rear Disc Brakes - Groan/Squeal Noises
File In Section: 05 - Brakes
Bulletin No.: 00-05-23-006
Date: September, 2000
Subject: Rear Disc Brake Groan/Squeal (Install New Rear Brake Pads)
Models: 2000-2001 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint 19117621
Condition
Some customers may comment on an audible groan/squeal type noise coming from the rear of the
vehicle during a light brake apply. This condition is most likely to occur after the vehicle has sat
overnight and may be apparent in either forward and/or reverse gears.
Cause
This noise may be generated at the rear brake pad/rotor interface during a brake application. The
noise is then transmitted into the vehicle's underbody through the rear suspension components.
Correction
Replace the existing rear disc brake pads with those found in service kit, P/N 18023377, following
the service procedure in the Disc Brake sub-section of the Service Manual.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
Disclaimer
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Brake Control Module > Component Information > Technical Service Bulletins > Page 337
Electronic Brake Control Module: Specifications
Brake Pressure Modulator Valve (BPMV) and Electronic Brake Control Module (EBCM) Assembly
to Mounting Bracket 89 in.lb
Electronic Brake Control Module (EBCM) to Brake Pressure Modulator Valve (BPMV) 44 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Locations > Component Locations > Page 340
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Diagrams > Electronic Brake Traction Control Module (EBTCM), C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Diagrams > Electronic Brake Traction Control Module (EBTCM), C1 >
Page 343
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Diagrams > Page 344
Electronic Brake Control Module: Service and Repair
Removal Procedure
Notice: To prevent equipment damage, never connect or disconnect the wiring harness connection
from the EBCM with the ignition switch in the ON position.
1. Turn the ignition switch to the OFF position. 2. Remove red locking tab from connector lock tab
(1). 3. Push down lock tab (1) and then move sliding connector cover (2) to the open position. 4.
Disconnect the EBCM harness connector. 5. Brush off any dirt/debris that has accumulated on the
assembly.
6. Remove the four EBCM to BPMV screws (1). 7. Separate the EBCM (2) from the BPMV (3) by
gently pulling apart until separated.
Important: Do not pry apart using a tool. Be careful not to damage BPMV surface.
Important: Care must be taken not to damage the solenoid valves when the EBCM is removed from
the BPMV.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic
Brake Control Module > Component Information > Diagrams > Page 345
1. Clean the BPMV surface with alcohol using a clean rag. 2. Install the EBCM (2) to the BPMV (3).
3. Install the four screws (1) that attaches the EBCM (2) to BPMV (3).
Notice: Refer to Fastener Notice in Service Precautions.
^ Tighten the four screws to 5 Nm (44 inch lbs.).
4. Connect the EBCM harness connector. 5. Push down lock tab (1) and then move sliding
connector cover (2) back in the home position to lock. 6. Insert red locking tab back in place. 7.
Turn the ignition switch to the RUN position, do not start engine. 8. Perform the A Diagnostic
System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 01-03-10-008A > Feb > 02 >
Tire Inflation Monitor - False Message/Lamp ON
Traction Control Module: Customer Interest Tire Inflation Monitor - False Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > Customer Interest: > 01-03-10-008A > Feb > 02 >
Tire Inflation Monitor - False Message/Lamp ON > Page 354
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-03-10-008A >
Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Traction Control Module: All Technical Service Bulletins Tire Inflation Monitor - False
Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-03-10-008A >
Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 360
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 366
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 371
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 372
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 373
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 379
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 384
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 385
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Brakes and Traction Control > Traction
Control Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Traction Control
Module: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 386
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Coolant Level Indicator
Module > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Coolant Level Indicator
Module > Component Information > Diagrams > Diagram Information and Instructions
Coolant Level Indicator Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Coolant Level Indicator
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 393
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Coolant Level Indicator
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 394
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Coolant Level Indicator
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 395
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Coolant Level Indicator
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 396
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cooling System > Coolant Level Indicator
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 397
Coolant Level Indicator Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 398
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 399
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 401
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 411
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Coolant Level Indicator Module: Service and Repair
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Partially drain the radiator. Refer to
Draining and Filling Cooling System. 3. Disconnect the low coolant module electrical connector. 4.
In order to unlock the low coolant module, lift one leg of the snap clip from its locked position and
pull outward with a slight twisting motion.
Remove the low coolant module.
Installation Procedure
1. Lubricate the O-ring seal with coolant. 2. Position the snap clip leg in place. 3. Install the low
coolant module. 4. Connect the low coolant module electrical connector. 5. Fill the radiator. Refer
to Draining and Filling Cooling System. 6. Connect the battery ground (negative) cable. Refer to
Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging. 7. Inspect for
leaks.
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Relay > Component Information > Locations
Radiator Cooling Fan Motor Relay: Locations
The Coolant Fan Relays are located in the bottom underhood accessory junction block.
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Relay > Component Information > Diagrams > Diagram Information and Instructions
Radiator Cooling Fan Motor Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Radiator Cooling Fan Motor Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Cooling Fan Schematics
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module >
Component Information > Specifications
Cruise Control Module: Specifications
Cruise Control Module to Shock Tower Nuts 2 Nm
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Cruise Control Module: Component Locations
Locations View
LH side of the engine compartment, near the strut tower.
Left side of the engine compartment, on the strut tower.
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Locations View
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Cruise Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Cruise Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Component Information > Diagrams > Diagram Information and Instructions > Page 483
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Component Information > Diagrams > Diagram Information and Instructions > Page 487
Cruise Control Module
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Cruise Control Schematics
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Component Information > Description and Operation > General Information
Cruise Control Module: Description and Operation General Information
The cruise control system uses a cruise control module in order to obtain and hold any desired
vehicle cruise speed above a minimum speed of 40 km/h (25 mph).
The following 2 components within the module help achieve this function:
^ An electronic controller that performs the following functions: Monitors the vehicle speed.
- Monitors the turn signal and the multifunction switch inputs.
- Monitors the cruise control release and the brake switch inputs.
- Operates the electric stepper motor.
^ A stepper motor which moves an internal band (linked to the throttle lever via the cruise control
cable) in response to the controller in order to maintain the desired cruise speed.
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Cruise Control Module: Description and Operation Vehicle Speed Sensor
The Vehicle Speed Sensor (VSS) is mounted to the automatic transaxle. The VSS provides a low
voltage Alternating Current (AC) signal to the Powertrain Control Module (PCM). The PCM
converts the AC signal to a pulse width modulated Direct Current (DC) signal. The DC signal is
sent to the cruise control module at a rate of 4,000 pulses per mile.
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Cruise Control Module: Service and Repair
REMOVAL PROCEDURE
The cruise control module is mounted to the left strut tower and must be serviced as a complete
unit.
1. Remove the cruise control cable from the cruise control module.
2. Remove the electrical connector from the cruise control module. 3. Remove the cruise control
module shock tower nuts. 4. Remove the cruise control module.
INSTALLATION PROCEDURE
1. Install the cruise control module on the mounting studs located on the shock tower.
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2. Install the cruise control module mounting nuts.
Tighten Tighten the cruise control module mounting nuts to 2 N.m (18 lb in).
3. Install the electrical connector to the cruise control module. 4. Install the cruise control cable to
the cruise control module. 5. Adjust the cruise control cable.
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Information > Locations
Blower Motor Relay: Locations
BLOWER MOTOR RELAY
Locations View
The Blower Motor Relay is located in the Blower Motor Control Module (Blower Resistor Assembly)
and cannot be serviced separately. The Blower Motor Control Module (Blower Resistor Assembly)
is located behind the Instrument Panel (IP), on the right side of the A/C module, attached to the
blower motor.
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Blower Motor Relay: Description and Operation
HVAC BLOWER CONTROLS CIRCUIT DESCRIPTION
The blower motor is a variable speed motor. The motor operates at a higher rate when voltage is
increased to the maximum level. The blower motor resistors reduce the voltage supplied from the
A/C FAN fuse (LH IP Accessory Wiring Junction Block) when the blower control is set at low and
medium speeds (speeds 1-4). The blower motor relay is energized when the Blower Motor Control
is set to the High position. This removes the blower motor resistors from the circuit and battery
voltage is then applied directly from the HVAC BLO fuse (RH IP Accessory Wiring Junction Block)
to the blower motor though the relay switch contacts. The blower motor then runs at high speed.
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Component Information > Locations
Compressor Clutch Relay: Locations
Top Underhood Electrical Center Label
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Locations View
Part of Underhood Accessory Wiring Junction Block (Top).
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Compressor Clutch Relay: Description and Operation
The compressor clutch coil is energized through the compressor control relay. This relay is
activated by the PCM in A/C modes. The PCM provides cut-off of the relay under certain operating
conditions, including wide open throttle.
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Compressor Clutch Relay: Service and Repair
COMPRESSOR RELAY REPLACEMENT
REMOVAL PROCEDURE
1. Open the hood. 2. Release the retaining clip (1) and remove the engine wiring harness junction
block (BOTTOM) cover (2).
A/C Compressor Relay (A/C CMPR) (1) {In The Engine Wiring Harness Junction Block}
3. Remove the A/C compressor relay (A/C CMPR) (1) from the engine wiring harness junction
block (BOTTOM).
INSTALLATION PROCEDURE
1. Install the A/C compressor relay (A/C CM PR) (1) into the engine wiring harness junction block
(BOTTOM).
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2. Install the engine wiring harness junction block (BOTTOM) cover (2) and secure the retaining
clip (1). 3. Close the hood.
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Module > Component Information > Locations
Locations View
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Coolant Level Indicator Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Coolant Level Indicator Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Coolant Level Indicator Module: Service and Repair
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Partially drain the radiator. Refer to
Draining and Filling Cooling System. 3. Disconnect the low coolant module electrical connector. 4.
In order to unlock the low coolant module, lift one leg of the snap clip from its locked position and
pull outward with a slight twisting motion.
Remove the low coolant module.
Installation Procedure
1. Lubricate the O-ring seal with coolant. 2. Position the snap clip leg in place. 3. Install the low
coolant module. 4. Connect the low coolant module electrical connector. 5. Fill the radiator. Refer
to Draining and Filling Cooling System. 6. Connect the battery ground (negative) cable. Refer to
Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging. 7. Inspect for
leaks.
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Component Information > Locations
Backup Lamp Relay: Locations
RH Instrument Panel Fuse Block Label
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Component Information > Locations > Page 543
Locations View
In the RH instrument panel Fuse Block.
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Backup Lamp Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 549
Electrical Symbols (Part 4 Of 4)
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Backup Lamp Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Component Information > Diagrams > Diagram Information and Instructions > Page 564
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp
Relay > Component Information > Locations
Daytime Running Lamp Relay: Locations
Top Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Daytime Running Lamp
Relay > Component Information > Locations > Page 575
Locations View
Part of Underhood Accessory Wiring Junction Block (Top).
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Exterior Lighting Module
> Component Information > Description and Operation > Park and License Lamps
Exterior Lighting Module: Description and Operation Park and License Lamps
The park and license lamps are controlled by the PARK LAMP relay in the RH I/P accessory wiring
junction block. Both the coil and the switched sides of the relay receive B+ at all times. When the
headlamp switch is turned to the PARK position, ground is supplied through the headlamp switch to
the BCM through the park lamp switch input circuit. The BCM then applies a ground through the
park lamp relay coil control circuit to the PARK LAMP relay. This energizes the relay, closing the
switch contact and applies B+ to both the REAR PARK LAMP fuse and the FRONT PARK LAMP
fuse. B+ is then applied through the park lamps ON circuit to the front and rear park lamps and the
license lamps turning them on. The park lamps and license lamps receive ground at all times.
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> Component Information > Description and Operation > Park and License Lamps > Page 580
Exterior Lighting Module: Description and Operation Hazard Lamps
The hazard lamps receive B+ at all times through the HAZARD SWITCH fuse to the hazard
lamp/turn signal flasher. When the hazard switch is placed in the HAZARD position, B+ is applied
to all of the turn lamps and turn indicators simultaneously flashing them on and off.
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> Component Information > Description and Operation > Park and License Lamps > Page 581
Exterior Lighting Module: Description and Operation Stop Lamps
The stop lamps receive B+ at all times through the BRAKE SWITCH fuse to the stop lamp switch.
When the stop lamp switch is closed, B+ is applied to the stop lamp switch output circuit to all the
stop lamps turning them on. The stop lamps receive ground at all times.
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> Component Information > Description and Operation > Park and License Lamps > Page 582
Exterior Lighting Module: Description and Operation Backup Lights Circuit Description
The BACKUP LAMPS Relay in the RH I/P Accessory Wiring Junction Block receives B+ at all the
times for the coil side from the DIC/RKE fuse. B+ for the switched side of the relay is supplied from
the B/U LAMP fuse. When the vehicle is placed in REVERSE, a class 2 signal is sent to the BCM.
The BCM then applies a ground through the backup lamp relay coil feed control circuit to the
backup lamps relay. This energizes the relay and allows B+ to be applied to the backup lamps
turning them on. The backup lamps receive a constant ground signal
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Fog/Driving Lamp Relay
> Component Information > Locations
Fog/Driving Lamp Relay: Locations
Top Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Fog/Driving Lamp Relay
> Component Information > Locations > Page 586
Locations View
Part of Underhood Accessory Wiring Junction Block (Top).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Headlamp Relay >
Component Information > Locations
Headlamp Relay: Locations
LH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Headlamp Relay >
Component Information > Locations > Page 590
Locations View
Inside the LH instrument panel fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay >
Component Information > Locations
Horn Relay: Locations
Top Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay >
Component Information > Locations > Page 594
Locations View
Part of Underhood Accessory Wiring Junction Block (Top).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay >
Component Information > Locations > Page 595
Horn Relay: Service and Repair
REMOVAL PROCEDURE
1. Open the hood. 2. Turn the underhood electrical center mounting knob counterclockwise and
pull outward to remove the underhood electrical center cover.
3. Remove the horn relay (1) from the underhood electrical center.
INSTALLATION PROCEDURE
1. Align the horn relay (1) to the underhood electrical center. 2. Apply pressure to the horn relay
until fully seated.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay >
Component Information > Locations > Page 596
3. Align the underhood electrical center cover to the underhood electrical center and turn the
mounting knob clockwise until fully seated. 4. Close the hood.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Parking Lamp Relay >
Component Information > Locations
Parking Lamp Relay: Locations
RH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Lighting and Horns > Parking Lamp Relay >
Component Information > Locations > Page 600
Locations View
In the RH instrument panel Fuse Block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set
Body Control Module: Customer Interest BCM - Security Lamp ON/No Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set > Page 611
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648
Body Control Module: Customer Interest Body Control Module - MIL ON/DTCs B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 616
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 617
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 618
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No
Crank/DTC's Set
Body Control Module: All Technical Service Bulletins BCM - Security Lamp ON/No Crank/DTC's
Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No
Crank/DTC's Set > Page 624
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 04-08-52-001 > Feb > 04 > Keyless Entry - BCM Set-Up
Programming
Body Control Module: All Technical Service Bulletins Keyless Entry - BCM Set-Up Programming
Bulletin No.: 04-08-52-001
Date: February 25, 2004
INFORMATION
Subject: Set-up/Programming BCM for Remote Keyless Entry (RKE)
Models: 2000-2004 Chevrolet Impala, Monte Carlo
In the past, when replacing the BCM on the above listed vehicles, the module had to be set-up to
ensure the RKE was initiated. The RKE option RPO may not have been called out individually on
the SPID label when the RKE option was part of an option package. This would often lead to this
option being missed during BCM set-up and leading to an inoperative RKE feature.
The new BCM, P/N 10350647, currently available, will automatically toggle the RKE function on
during initiation of the module. Therefore, it is no longer necessary to turn on the RKE. Just leave it
on regardless if the vehicle is equipped with RKE or not. This will prevent an incorrect set-up
causing this feature to become inoperative. This new BCM will also remedy a situation where some
older BCMs would not remember the horn chirp setting, short or long, after going into sleep mode.
Also, this new BCM will not lock the settings until after 32 key cycles compared to 15 key cycles on
older BCMs. So, if a mistake is made during the initial set-up, you can re-set the module.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648
Body Control Module: All Technical Service Bulletins Body Control Module - MIL ON/DTCs
B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648 > Page 633
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648 > Page 634
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648 > Page 635
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure
Body Control Module: All Technical Service Bulletins BCM - Related Service, Theft Deterrent
Relearn Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 640
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 641
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 642
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn
Body Control Module: All Technical Service Bulletins BCM - Related Service. Theft Deterrent
Relearn
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057
Date: November, 1999
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
BCM replacement requires that a programming function be performed. If the BCM is not properly
programmed, the vehicle may not start because the Theft Lock System will be enabled.
Important:
If the module is not properly programmed within twenty (20) key cycles (including the VIN), the
module will lock and programming will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reprogrammed.
When replacing the BCM, a critical component of the procedure requires a programming of the
BCM. To program the BCM, follow all of the steps in the procedure listed.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "setup new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Programming of the BCM requires the use of the Tech 2 scan tool.
1. Insure that the key (or ignition) switch is in the LOCK position with the ignition off.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the key to the ON position.
4. The following items all refer to the Tech 2 scan tool inputs:
^ Select Diagnostics and answer the questions when prompted by the Tech 2.
^ Select Body Control Module (BCM).
^ Select Special Functions.
^ Select New VIN and input the required data.
^ Exit back to the Special Functions menu.
5. Select BCM Programming.
6. Press the YES key when the following message is displayed: Do you want to setup a body
control module?
7. The Tech 2 will then display the following message: Now setting up the New Body Control
Module.
8. When the BCM has been setup successfully, the Tech 2 will display this message: Body Control
Module setup is complete.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn > Page 647
THIS MEANS THAT THE TECH 2 HAS SET THE BCM TO ACCEPT THE CORRECT
INFORMATION. THIS IS NOT THE END OF THE PROGRAMMING PROCEDURE.
9. Exit back to the Special Functions menu.
10. Select Set Options.
11. Input all of the required data as prompted by the Tech 2.
12. Exit back to the Special Functions menu.
13. Select Option Configuration.
14. Input all of the required data as prompted by the Tech 2.
15. When the BCM, VIN, Point of Sale and option configuration have been entered, proceed with
the Theft Deterrent Re-Learn Procedure.
IF THE TECH 2 DISPLAYS "UNABLE TO PROGRAM THE BCM", THE BCM IS LOCKED.
TWENTY KEY CYCLES HAVE OCCURRED SINCE THE MODULE WAS INSTALLED AND
VOLTAGE WAS SUPPLIED TO THE MODULE SO THE MODULE MUST BE REPLACED AND
THIS PROCEDURE MUST BE REPEATED IN ITS ENTIRETY.
Important:
Programming of the BCM removes any personalization settings the customer may have previously
set. Inform the customer the personalization settings will have to be reset.
Theft Deterrent Re-Learn
Important:
Perform the Theft Deterrent Re-Learn Procedure when one or more of the following conditions has
occurred.
- The BCM has been replaced or re-programmed (Set-up) (Configured).
- The ignition key cylinder assembly has been replaced.
The Theft Deterrent Re-Learn Procedure can be accomplished two different ways depending on
the equipment you have available.
^ Using The Techline equipment and the Tech 2 scan tool.
^ Without Techline Equipment of any kind. This procedure takes 30 minutes and must not be
shortened.
USING TECHLINE EQUIPMENT AND THE TECH 2 SCAN TOOL
1. If you disconnected the scan tool from the DLC, perform the following 3 steps. If it is still
connected, proceed to step 5.
2. Ensure that the key (or ignition) switch is in the LOCK position with the ignition off.
3. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
4. Turn the key to the ON position.
5. From the Main Menu screen of the Tech 2, select Service Programming.
6. Enter the requested information.
7. Select Request Info.
8. When the Tech 2 finishes gathering the information, disconnect the Tech 2 from the DLC.
9. Connect the Tech 2 to the Techline terminal.
10. Select Service Programming System (SPS).
11 Select Terminal to Tech 2 programming.
12. Select Done.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn > Page 648
13. Follow the instructions displayed on the Techline terminal for hand-held communications set-up
screen.
14. Select Theft Module Re-Learn.
15. Select program at the summary screen. The terminal will now download information into the
Tech 2.
16. Disconnect the Tech 2 from the Techline terminal.
17. Re-connect the Tech 2 to the DLC.
18. At the Scan Tool Main Menu, select Service Programming.
19. Answer the Tech 2 question.
20. Select Re-Learn.
21. The PCM and BCM are now prepared for the Re-Learn procedure to begin.
22. An internal security timer will now start. The security timer is 10 minutes in duration.
Important:
During this 10 minute period, the scan tool must NOT be disconnected from the vehicle.
Does the Tech 2 display any kind of message telling you to proceed?
23. Turn the ignition switch to the OFF position.
24. Start the engine. The engine should start and continue to run.
25. The Theft Re-Learn procedure is complete. Look for any DTCs which may have been set
during this procedure. If codes were set, clear them now. Remove the Tech 2 from the vehicle.
WITHOUT TECHLINE EQUIPMENT OF ANY KIND
This procedure takes 30 minutes and must not be shortened.
1. Ensure that the battery is fully charged before starting this procedure.
2. Turn the ignition switch to the OFF position.
3. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
4. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
5. Turn the ignition switch to the OFF position for 5 seconds.
6. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
7. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
8. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
9. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
10. Turn the ignition switch to the OFF position for 5 seconds.
11. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will now start.
12. Using the Tech 2, look for a Clear All Trouble Codes (DTCs).
Warranty Information
For vehicles repaired under warranty, use:
Operation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn > Page 649
Labor Description Labor Time
N4800 Computer (Control), Body - 0.7 hr
Replace and Program
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 04-08-52-001 > Feb > 04 > Keyless Entry - BCM Set-Up
Programming
Body Control Module: All Technical Service Bulletins Keyless Entry - BCM Set-Up Programming
Bulletin No.: 04-08-52-001
Date: February 25, 2004
INFORMATION
Subject: Set-up/Programming BCM for Remote Keyless Entry (RKE)
Models: 2000-2004 Chevrolet Impala, Monte Carlo
In the past, when replacing the BCM on the above listed vehicles, the module had to be set-up to
ensure the RKE was initiated. The RKE option RPO may not have been called out individually on
the SPID label when the RKE option was part of an option package. This would often lead to this
option being missed during BCM set-up and leading to an inoperative RKE feature.
The new BCM, P/N 10350647, currently available, will automatically toggle the RKE function on
during initiation of the module. Therefore, it is no longer necessary to turn on the RKE. Just leave it
on regardless if the vehicle is equipped with RKE or not. This will prevent an incorrect set-up
causing this feature to become inoperative. This new BCM will also remedy a situation where some
older BCMs would not remember the horn chirp setting, short or long, after going into sleep mode.
Also, this new BCM will not lock the settings until after 32 key cycles compared to 15 key cycles on
older BCMs. So, if a mistake is made during the initial set-up, you can re-set the module.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure
Body Control Module: All Technical Service Bulletins BCM - Related Service, Theft Deterrent
Relearn Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
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Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 659
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
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Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 660
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
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Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 661
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent
Relearn
Body Control Module: All Technical Service Bulletins BCM - Related Service. Theft Deterrent
Relearn
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057
Date: November, 1999
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
BCM replacement requires that a programming function be performed. If the BCM is not properly
programmed, the vehicle may not start because the Theft Lock System will be enabled.
Important:
If the module is not properly programmed within twenty (20) key cycles (including the VIN), the
module will lock and programming will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reprogrammed.
When replacing the BCM, a critical component of the procedure requires a programming of the
BCM. To program the BCM, follow all of the steps in the procedure listed.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "setup new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Programming of the BCM requires the use of the Tech 2 scan tool.
1. Insure that the key (or ignition) switch is in the LOCK position with the ignition off.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the key to the ON position.
4. The following items all refer to the Tech 2 scan tool inputs:
^ Select Diagnostics and answer the questions when prompted by the Tech 2.
^ Select Body Control Module (BCM).
^ Select Special Functions.
^ Select New VIN and input the required data.
^ Exit back to the Special Functions menu.
5. Select BCM Programming.
6. Press the YES key when the following message is displayed: Do you want to setup a body
control module?
7. The Tech 2 will then display the following message: Now setting up the New Body Control
Module.
8. When the BCM has been setup successfully, the Tech 2 will display this message: Body Control
Module setup is complete.
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Relearn > Page 666
THIS MEANS THAT THE TECH 2 HAS SET THE BCM TO ACCEPT THE CORRECT
INFORMATION. THIS IS NOT THE END OF THE PROGRAMMING PROCEDURE.
9. Exit back to the Special Functions menu.
10. Select Set Options.
11. Input all of the required data as prompted by the Tech 2.
12. Exit back to the Special Functions menu.
13. Select Option Configuration.
14. Input all of the required data as prompted by the Tech 2.
15. When the BCM, VIN, Point of Sale and option configuration have been entered, proceed with
the Theft Deterrent Re-Learn Procedure.
IF THE TECH 2 DISPLAYS "UNABLE TO PROGRAM THE BCM", THE BCM IS LOCKED.
TWENTY KEY CYCLES HAVE OCCURRED SINCE THE MODULE WAS INSTALLED AND
VOLTAGE WAS SUPPLIED TO THE MODULE SO THE MODULE MUST BE REPLACED AND
THIS PROCEDURE MUST BE REPEATED IN ITS ENTIRETY.
Important:
Programming of the BCM removes any personalization settings the customer may have previously
set. Inform the customer the personalization settings will have to be reset.
Theft Deterrent Re-Learn
Important:
Perform the Theft Deterrent Re-Learn Procedure when one or more of the following conditions has
occurred.
- The BCM has been replaced or re-programmed (Set-up) (Configured).
- The ignition key cylinder assembly has been replaced.
The Theft Deterrent Re-Learn Procedure can be accomplished two different ways depending on
the equipment you have available.
^ Using The Techline equipment and the Tech 2 scan tool.
^ Without Techline Equipment of any kind. This procedure takes 30 minutes and must not be
shortened.
USING TECHLINE EQUIPMENT AND THE TECH 2 SCAN TOOL
1. If you disconnected the scan tool from the DLC, perform the following 3 steps. If it is still
connected, proceed to step 5.
2. Ensure that the key (or ignition) switch is in the LOCK position with the ignition off.
3. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
4. Turn the key to the ON position.
5. From the Main Menu screen of the Tech 2, select Service Programming.
6. Enter the requested information.
7. Select Request Info.
8. When the Tech 2 finishes gathering the information, disconnect the Tech 2 from the DLC.
9. Connect the Tech 2 to the Techline terminal.
10. Select Service Programming System (SPS).
11 Select Terminal to Tech 2 programming.
12. Select Done.
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Relearn > Page 667
13. Follow the instructions displayed on the Techline terminal for hand-held communications set-up
screen.
14. Select Theft Module Re-Learn.
15. Select program at the summary screen. The terminal will now download information into the
Tech 2.
16. Disconnect the Tech 2 from the Techline terminal.
17. Re-connect the Tech 2 to the DLC.
18. At the Scan Tool Main Menu, select Service Programming.
19. Answer the Tech 2 question.
20. Select Re-Learn.
21. The PCM and BCM are now prepared for the Re-Learn procedure to begin.
22. An internal security timer will now start. The security timer is 10 minutes in duration.
Important:
During this 10 minute period, the scan tool must NOT be disconnected from the vehicle.
Does the Tech 2 display any kind of message telling you to proceed?
23. Turn the ignition switch to the OFF position.
24. Start the engine. The engine should start and continue to run.
25. The Theft Re-Learn procedure is complete. Look for any DTCs which may have been set
during this procedure. If codes were set, clear them now. Remove the Tech 2 from the vehicle.
WITHOUT TECHLINE EQUIPMENT OF ANY KIND
This procedure takes 30 minutes and must not be shortened.
1. Ensure that the battery is fully charged before starting this procedure.
2. Turn the ignition switch to the OFF position.
3. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
4. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
5. Turn the ignition switch to the OFF position for 5 seconds.
6. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
7. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
8. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
9. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
10. Turn the ignition switch to the OFF position for 5 seconds.
11. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will now start.
12. Using the Tech 2, look for a Clear All Trouble Codes (DTCs).
Warranty Information
For vehicles repaired under warranty, use:
Operation
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Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent
Relearn > Page 668
Labor Description Labor Time
N4800 Computer (Control), Body - 0.7 hr
Replace and Program
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Locations > Component
Locations
Body Control Module: Component Locations
Locations View
LH side of the instrument panel, above parking brake.
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Modules - Computers and Control Systems > Body Control Module > Component Information > Locations > Component
Locations > Page 671
Locations View
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Information and Instructions
Body Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Information and Instructions > Page 677
Electrical Symbols (Part 4 Of 4)
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Body Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Information and Instructions > Page 696
This service manual uses various symbols in order to describe different service operations.
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Information and Instructions > Page 697
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Information and Instructions > Page 698
Equivalents - Decimal And Metric (Part 1 Of 2)
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Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram
Information and Instructions > Page 699
Equivalents - Decimal And Metric (Part 2 Of 2)
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Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram
Information and Instructions > Page 700
Body Control Module: Connector Views
Body Control Module, C1
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Body Control Module, C2
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Information and Instructions > Page 702
Body Control Module, C3
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Information and Instructions > Page 703
Body Control Module: Electrical Diagrams
Body Control Module Schematics: Door Lock Switches, LH Front Door Lock Assembly
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Information and Instructions > Page 704
Body Control Module Schematics: DRL Relay, Backup Relay And Ambient Light Sensor
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Information and Instructions > Page 705
Body Control Module Schematics: Headlamp Switch, Ignition Key Alarm Switch, Surveillance
Switch And Park Brake Switch
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Information and Instructions > Page 706
Body Control Module Schematics: Headlamp Dimmer Switch, Headlamp Relay, Parklamp Relay
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Information and Instructions > Page 707
Body Control Module Schematics: HORN Relay FOG LP Relay And Fog Lamp Switch
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Information and Instructions > Page 708
Body Control Module Schematics: Interior Lights (Part 1 Of 2)
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Information and Instructions > Page 709
Body Control Module Schematics: Interior Lights (Part 2 of 2)
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Information and Instructions > Page 710
Body Control Module Schematics: Power, Grounds and RAP Relay
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Information and Instructions > Page 711
Body Control Module Schematics: Brake Transaxle Shift Interlock Control, Rear Compartment Lid
Release And Remote Control Door Lock Receiver
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Information and Instructions > Page 712
Body Control Schematics: Rear Defog Relay, Door Lock Cylinder Switches
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Information and Instructions > Page 713
Body Control Module Schematics: RF And Rear Door Lock Assemblys
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Information and Instructions > Page 714
Body Control Module Schematics: SEO Rear Compartment Lid Relay
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Body Control Module Schematics: Traction Control Switch
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Circuit Description
Body Control Module: Description and Operation Circuit Description
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO AUO, UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
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^ Remote alarm.
^ Feature customization of remote activation verification.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
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^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state. The BCM enters the
sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine
The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values
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match, the BCM sends a fuel enable password via the Class 2 serial data link to the Powertrain
Control Module (PCM). As a result, the PCM enables the crank relay, and allows fuel delivery to
the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
Retained Accessory Power (RAP)
The Accessory Power (RAP) feature allows the operation of the following functions for 10 minutes
(or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
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Circuit Description > Page 721
Body Control Module: Description and Operation System Operation
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO UA6, AUO: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
^ Remote alarm.
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^ Feature customization of remote activation verification.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state.
The BCM enters the sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
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^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
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When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values match, the BCM sends a fuel enable
password via the Class 2 serial data link to the Powertrain Control Module (PCM). As a result, the
PCM enables the crank relay, and allows fuel delivery to the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Retained Accessory Power (RAP)
The Retained Accessory Power (RAP) feature allows the operation of the following functions for 10
minutes (or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection >
Initial Inspection and Diagnostic Overview
Body Control Module: Initial Inspection and Diagnostic Overview
A Diagnostic Starting Point - Body Control System
Begin the diagnosis of the body control system by performing the Diagnostic System Check for the
system in which the customer concern is apparent. The Diagnostic System Check will direct you to
the correct procedure for diagnosing the system and where the procedure is located.
A Diagnostic System Check - Body Control System
A Diagnostic System Check-Body Control System
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table. 2. Lack of communication
may be due to a partial malfunction of the class 2 serial data circuit or due to a total malfunction of
the class 2 serial data
circuit. The specified procedure will determine the particular condition.
4. The presence of DTCs which begin with "U" indicate some other module is not communicating.
The specified procedure will compile all the
available information before tests are performed.
Code Setting Criteria (Fault) For Device Power Moding
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Initial Inspection and Diagnostic Overview > Page 727
Body Control Module: Reading and Clearing Diagnostic Trouble Codes
With Diagnostic Scan Tool
PROCEDURE
A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also
eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool
manufacturer in order to access and read either current and/or history DTCs.
Without Diagnostic Scan Tool
A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates
the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool
manufacturer in order to access and read either current and/or history DTCs.
With Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES:
^ Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
Without Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES: ^
Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
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Initial Inspection and Diagnostic Overview > Page 728
Body Control Module: Scan Tool Testing and Procedures
Scan Tool Data Definitions
Doors Battery Fd: The scan tool displays Inactive/Active. The input of the Doors Battery Fd is
displayed as Active.
Electronics Battery Fd: The scan tool displays Inactive/Active. The input of the Electronics Battery
Fd is displayed as Active.
Electronics System Gnd: The scan tool displays Inactive/Active. The input of the Electronics
System Gnd is displayed as Active.
Ignition 0: The scan tool displays On/Off. The input of the Ignition 0 varies on the scan tool display.
Ignition 1: The scan tool displays On/Off. The input of the Ignition 1 varies on the scan tool display.
Ignition 3: The scan tool displays On/Off. The input of the Ignition 3 varies on the scan tool display.
Inadvert Power Relay: The scan tool displays On/Off. The input of the Inadvert Power Output
varies on the scan tool display
Loads Battery Fd: The scan tool displays Inactive/Active. The input of the Loads Battery Fd is
displayed as Active.
Loads System Gnd: The scan tool displays Inactive/Active. The input of the Loads System Gnd is
displayed as Active.
Theater Dim 1 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 1
Ground is displayed as Inactive.
Theater Dim 2 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 2
Ground is displayed as Inactive.
Scan Tool Data List
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Procedures
Body Control Module: Procedures
Body Control Module (BCM) Programming/RPO Configuration
INTRODUCTION
During body control module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
SETUP NEW BODY CONTROL MODULE (BCM)
IMPORTANT: ^
The BCM will not function properly if the Setup New BCM procedure is not performed.
^ Make sure the battery is fully charged before performing the setup procedure.
^ Make sure all disconnected devices and connectors have been reconnected
^ Perform the Theft Deterrent Re-learn procedure after successfully finishing the Setup New BCM
procedure. Refer to Programming Theft Deterrent System Components in Theft Deterrent. If the
Theft Deterrent Re-learn procedure is not performed after a BCM replacement, the following
conditions may occur: The vehicle will not be protected against theft by the PASSLOCK system.
- The engine will not crank nor start.
1. Connect a scan tool to the data link connector (DLC). 2. Turn the ignition switch ON. 3. Select
Diagnostics and input all of the required data when prompted by the scan tool. 4. Select BODY
CONTROL MODULE. 5. Select SPECIAL FUNCTIONS. 6. Select Setup New BCM. 7. Note, Input
all of the required data when prompted by the scan tool. 8. Select Setup SDM Part Number in
BCM, and follow the onscreen directions. 9. Select New VIN, and follow the onscreen directions.
10. Select Option Configuration, and follow the onscreen directions. 11. Select Point of Sale, and
follow the onscreen directions. 12. Exit back to the SPECIAL FUNCTIONS menu. 13. When the
BCM, VIN, Point of Sale and Option Configuration have been entered, proceed with Theft Deterrent
Re-learn procedure. 14. If the scan tool displays UNABLE TO PROGRAM BCM, BCM IS
SECURED, then the BCM must be replaced and this procedure must be
repeated on a new BCM..
NOTE: After the above procedure has been completed, personalization of the BCM defaults to a
default setting. Inform the customer that the personalization settings must be set again.
IMPORTANT: After programing, perform the following to avoid future misdiagnosis:
1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn
the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all
modules. 5. Clear all history DTCs
General Information
During Body Control Module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
Theft Deterrent Re-Learn Using T-50 or T-60
1. Enter the T-50 or T-60 Service Programming System (SPS). 2. Select TERMINAL TO VEHICLE
PROGRAMMING. 3. Select DONE. 4. Follow the instructions on the VEHICLE SETUP screen. 5.
Select THEFT MODULE RE-LEARN. 6. Follow the instructions on the remaining screens. 7. The
PCM and BCM will be prepared for re-learn. 8. A security timer will be on for approximately 10
minutes. During the 10 minute wait period, the T-50 or T-60 terminal must remain connected to
the vehicle.
9. When the PCM and BCM are prepared to re-learn, turn the ignition switch off.
10. Turn the ignition switch to start. The vehicle should now start.
Theft Deterrent Re-Learn W/O Scan Tool Or Techline Equipment
This procedure takes approximately 30 minutes. Make sure the battery is fully charged before
proceeding.
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1. Turn the ignition switch off. 2. Turn the ignition switch all the way from the off to the start
position, then leave it in the on position.
NOTE: The engine will not crank.
3. The SECURITY will come on and stay on for at least 10 minutes. 4. Turn the ignition switch off
for five seconds. 5. Repeat steps 2, 3, and 4 again for a second time. 6. Repeat steps 2, 3, and 4
again for a third time. 7. Turn the ignition switch off. 8. Turn the ignition switch all the way to the
start position. The engine should now start. 9. Check for BCM Diagnostic Trouble Codes (DTCs).
Theft Deterrent Re-Learn With Techline Equip & Tech 2 Scan Tool
1. Connect the Scan Tool to the Data Link Connector (DLC) on the vehicle. 2. At the Scan Tool
main menu, select SERVICE PROGRAMMING. 3. Enter the requested information. 4. Select
REQUEST INFO. 5. Disconnect the Scan Tool from the vehicle. 6. Connect the Scan Tool to the
Techline terminal. 7. Select SERVICE PROGRAMMING SYSTEM (SPS). 8. Select TERMINAL TO
TECH 2 PROGRAMMING. 9. Select DONE.
10. Follow instructions on the Techline terminal to Handheld Communications Setup screen. 11.
Select THEFT MODULE RE-LEARN. 12. Select PROGRAM at the summary screen. The terminal
will download information to the Scan Tool. 13. Disconnect the Scan Tool from the Techline
terminal. 14. Connect the Scan Tool to the DLC on the vehicle. 15. At the Scan Tool main menu,
select SERVICE PROGRAMMING. 16. Answer the question prompted by the Scan Tool. 17. Select
RE-LEARN. 18. The Powertrain Control Module (PCM) and the BCM will be prepared for re-learn.
19. A security timer will be on for approximately 10 minutes. During the 10 minute wait period, Scan
Tool must remain connected to the vehicle. 20. Turn the ignition switch off when the re-learn
procedure is complete. 21. Turn the ignition switch to the start position. 22. The engine should start
when the ignition switch is turned to the start position. 23. Disconnect the Scan Tool from the DLC.
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Body Control Module: Removal and Replacement
Body Control Module Replacement
REMOVAL PROCEDURE
IMPORTANT: You must perform the new body control module (BCM) setup when replacing the
BCM. Refer to BCM Programming/RPO Configuration.
1. Disconnect the battery ground (negative) cable. 2. Remove the left instrument panel insulator. 3.
Disconnect the BCM electrical connectors (2, 3, 4). 4. Remove the BCM (1).
INSTALLATION PROCEDURE
1. Install the body control module (BCM) (1). 2. Connect the BCM electrical connectors (2, 3, 4). 3.
Install the left instrument panel insulator 4. Connect the battery ground (negative) cable. 5. Perform
the new BCM setup. Refer to BCM Programming/RPO Configuration. See: Testing and
Inspection/Programming and Relearning
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Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage
Powertrain Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory
Usage
INFORMATION
Bulletin No.: 04-06-04-054B
Date: November 18, 2010
Subject: Info - Non-GM Parts and Accessories (Aftermarket)
Models:
2011 and Prior GM Passenger Cars and Trucks
Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed
Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate
Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System).
The recent rise and expansion of companies selling non-GM parts and accessories has made it
necessary to issue this reminder to dealers regarding GM's policy on the use and installation of
these aftermarket components.
When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to
use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs,
special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the
same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty
repairs, special policy repairs or any repairs paid for by GM.
During a warranty repair, if a GM original equipment part is not available through GM Customer
Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources,
the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order
the circumstances surrounding why non-GM parts were used. The dealer must give customers
written notice, prior to the sale or service, that such parts or accessories are not marketed or
warranted by General Motors.
It should also be noted that dealers modifying new vehicles and installing equipment, parts and
accessories obtained from sources not authorized by GM are responsible for complying with the
National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed
by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design
characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully
understand that non-GM approved parts may not have been validated, tested or certified for use.
This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part
failure occurs as the result of the installation or use of a non-GM approved part, the warranty will
not be honored.
A good example of non-authorized modification of vehicles is the result of an ever increasing
supply of aftermarket devices available to the customer, which claim to increase the horsepower
and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to
one or more of the following modifications:
- Propane injection
- Nitrous oxide injection
- Additional modules (black boxes) that connect to the vehicle wiring systems
- Revised engine calibrations downloaded for the engine control module
- Calibration modules which connect to the vehicle diagnostic connector
- Modification to the engine turbocharger waste gate
Although the installation of these devices, or modification of vehicle components, can increase
engine horsepower and torque, they may also negatively affect the engine emissions, reliability
and/or durability. In addition, other powertrain components, such as transmissions, universal joints,
drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the
installation of these devices.
General Motors does not support or endorse the use of devices or modifications that, when
installed, increase the engine horsepower and torque. It is because of these unknown stresses,
and the potential to alter reliability, durability and emissions performance, that GM has adopted a
policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining
warranty coverage, to the powertrain and driveline components whenever the presence of a
non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is
subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or
06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for
calibration verification.
These same policies apply as they relate to the use of non-GM accessories. Damage or failure
from the use or installation of a non-GM accessory will not be covered under warranty. Failure
resulting from the alteration or modification of the vehicle, including the cutting, welding or
disconnecting of the vehicle's original equipment parts and components will void the warranty.
Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal
inquiry at either the local, state or federal level that
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results from the alteration or modification of a vehicle using non-GM approved parts or accessories.
Dealers should be especially cautious of accessory companies that claim the installation of their
product will not void the factory warranty. Many times these companies have even given direction
on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from
finding out that is has been installed.
Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada
by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair
is to be made on the vehicle, even with the installation of such non-GM approved components, the
customer is to be made aware of General Motors position on this issue and is to sign the
appropriate goodwill documentation required by General Motors.
It is imperative for dealers to understand that by installing such devices, they are jeopardizing not
only the warranty coverage, but also the performance and reliability of the customer's vehicle.
Disclaimer
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Information > Technical Service Bulletins > Page 738
Powertrain Control Module: Locations
Locations View
RH side of the engine compartment, forward of the strut tower, inside air box.
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Powertrain Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Powertrain Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Information > Diagrams > Diagram Information and Instructions > Page 759
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Information > Diagrams > Diagram Information and Instructions > Page 760
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Information > Diagrams > Diagram Information and Instructions > Page 761
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 767
Powertrain Control Module: Connector Views
Powertrain Control Module Connector C1 End View (Part 1 Of 2)
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Powertrain Control Module Connector C1 End View (Part 2 Of 2)
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Powertrain Control Module Connector C2 End View (Part 1 Of 2)
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Powertrain Control Module Connector C2 End View (Part 2 Of 2)
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Information > Service and Repair > EEPROM Programming
Powertrain Control Module: Service and Repair EEPROM Programming
1. The ignition is ON. 2. If the PCM fails to program, inspect the Techline equipment for the latest
software version. 3. Attempt to program the PCM. If the PCM still cannot be programmed properly,
replace the PCM. The replacement PCM must be programmed.
Functional Check 1. Perform A Powertrain On Board Diagnostic (OBD) System Check. 2. Start the
engine and let the engine run for one minute. 3. Use the scan tool in order to scan for the DTCs.
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Powertrain Control Module: Service and Repair PCM Replacement/Programming
NOTE: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the
connector pins or the soldered components on the circuit board.
Service of the PCM should normally consist of either replacement of the PCM or EEPROM
programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be
inspected first to see if it is the correct part. If it is, remove the faulty PCM and install the new
service PCM.
NOTE: Turn the ignition OFF when installing or removing the PCM connectors and disconnecting
or reconnecting the power to the PCM (battery cable, PCM pigtail, PCM fuse, jumper cables, etc.)
in order to prevent internal PCM damage.
IMPORTANT: When replacing the production PCM with a service PCM, it is important to transfer
the broadcast code and production PCM number to the service PCM label. Do not record on PCM
cover. This will allow positive identification of PCM parts throughout the service life of the vehicle.
THE SERVICE PCM EEPROM WILL NOT BE PROGRAMMED. DTC P0602 indicates the
EEPROM is not programmed or has malfunctioned.
Removal Procedure
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Disconnect the IAT sensor electrical connector. 3.
Remove the 3 bolts from the inner fender brace and remove the brace. 4. Loosen the clamps
securing the air intake duct/MAF sensor to the air cleaner housing and throttle body. 5. Carefully
remove the air intake duct/MAF sensor from the throttle body and air cleaner housing (1). 6.
Remove the 2 screws (2) from the 2 air cleaner housing sections. 7. Remove the air cleaner
housing cover assembly. 8. Without disconnecting the PCM connectors, remove the PCM (4) and
harness from the PCM housing (3). 9. Disconnect the PCM connectors.
Installation Procedure 1. Connect the PCM connectors. 2. Carefully install the PCM (4) and
harness into the PCM housing (3). 3. Install the air cleaner housing cover assembly (1). 4. Install
the 2 screws to the 2 air cleaner housing sections. 5. Carefully install the air intake duct to the
throttle body and air cleaner housing. 6. Tighten the clamp securing the air intake duct to the air
cleaner housing. 7. Position the inner fender brace and reinstall the 3 bolts. 8. Connect the
Negative Battery Cable. 9. If a replacement PCM is being installed, program the PCM.
The replacement PCM will NOT allow Secondary AIR Pump operation until a total of 10 miles have
accumulated.
10. If a replacement PCM is being installed, perform the CKP System Variation Learn Procedure.
See: Testing and Inspection/Programming and
Relearning
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Emission Control Systems > Air Injection Pump Relay > Component Information > Locations
Underhood Fuse Block (Upper) - RH Engine Compartment
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Air Injection Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the underhood electrical center cover. 3. Remove the
secondary air pump relay.
INSTALLATION PROCEDURE
1. Install the secondary air pump relay. 2. Install the underhood electrical center cover.
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Fuel Pump Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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and Instructions > Page 786
Electrical Symbols (Part 3 Of 4)
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and Instructions > Page 787
Electrical Symbols (Part 4 Of 4)
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Fuel Pump Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 796
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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and Instructions > Page 797
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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and Instructions > Page 798
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 799
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 800
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 801
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 802
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 803
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 804
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 805
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 806
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 807
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 808
Equivalents - Decimal And Metric (Part 1 Of 2)
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 809
Equivalents - Decimal And Metric (Part 2 Of 2)
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 810
Fuel Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition OFF. 2. Remove the under hood electrical center cover. 3. Remove the fuel
pump relay.
INSTALLATION PROCEDURE
1. Install the fuel pump relay. 2. Install the under hood electrical center cover. 3. Turn the ignition
ON.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Ignition System > Ignition Control Module > Component Information > Specifications
Ignition Control Module: Specifications
Ignition Coil to Ignition Control Module Screws 4.5 Nm
Ignition Controle Module Bracket to Engine Studs and Nuts 25 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Ignition System > Ignition Control Module > Component Information > Locations > Component Locations
Locations View
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Ignition System > Ignition Control Module > Component Information > Locations > Component Locations > Page
817
Ignition Control Module: Connector Locations
Locations View
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Modules - Ignition System > Ignition Control Module > Component Information > Locations > Component Locations > Page
818
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Ignition Control Module C1
Ignition Control Module (ICM), C1
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Ignition Control Module C1 >
Page 821
Ignition Control Module (ICM), C2
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 822
Ignition Control Module: Description and Operation
Ignition Control (IC) Module
The Ignition Control (IC) module performs the following functions:
^ It determines the correct ignition coil firing sequence, based on 7X pulses. This coil sequencing
occurs at start-up. After the engine is running, the module determines the sequence, and continues
triggering the ignition coils in proper sequence.
^ It sends the 3X crankshaft reference (fuel control) signal to the PCM. The PCM determines
engine RPM from this signal. this signal is also used by the PCM to determine crankshaft speed for
ignition control (IC) spark advance calculations.
The 3X reference signal sent to the PCM by the IC module is an on, off pulse occurring 3 times per
crankshaft revolution.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Powertrain Management > Relays and
Modules - Ignition System > Ignition Control Module > Component Information > Diagrams > Page 823
Ignition Control Module: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect all the electrical connectors at the ignition control module.
3. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition
coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Disconnect the
coils from ignition control module. 6. Remove the fasteners securing ignition control module
assembly to engine. 7. Remove the ignition control module from the module mounting bracket.
INSTALLATION PROCEDURE
1. Install the ignition control module on the module mounting bracket. 2. Install the coils to ignition
control module. 3. Reinstall the screws through the coils and module into the module mounting
bracket.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Reinstall the screws.
Tighten Tighten the screws to 4-5 N.m (40 lb in).
5. Connect the spark plug wires as noted during removal. 6. Connect the electrical connectors to
the ignition control module.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Specifications
Inflatable Restraint Sensing and Diagnostic Module: Specifications
Inflatable Restraint Sensing and Diagnostic Module Fasteners 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Diagrams > Inflatable Restraint
Sensing and Diagnostic Module (SDM)(C1)
Inflatable Restraint Sensing And Diagnostic Module (SDM) (C1)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Diagrams > Inflatable Restraint
Sensing and Diagnostic Module (SDM)(C1) > Page 830
Inflatable Restraint Sensing And Diagnostic Module (SDM) (C2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Diagrams > Page 831
Inflatable Restraint Sensing and Diagnostic Module: Service Precautions
CAUTION: Be careful when you handle a sensing and diagnostic module (SDM). Do not strike or
jolt the SDM. Before applying power to the SDM:
^ Remove any dirt, grease, etc. from the mounting surface
^ Position the SDM horizontally on the mounting surface
^ Point the arrow on the SDM toward the front of the vehicle
^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value
Failure to follow the correct procedure could cause air bag deployment, personal injury, or
unnecessary SIR system repairs.
CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks
the carpet, the sensing and diagnostic module (SDM) and the SDM harness connector may need
to be replaced. The SDM could be activated when powered, which could cause deployment of the
air bag(s) and result in personal Injury. Before attempting these procedures, the SIR system must
be disabled. Refer to Disabling the SIR System.
With the Ignition OFF, inspect the SDM mounting area, including the carpet. If any significant
soaking or evidence of significant soaking is detected, you must perform the following tasks:
1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4.
Replace the SDM.
Failure to follow these tasks could result in possible air bag deployment, personal injury, or
otherwise unneeded SIR system repairs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Diagrams > Page 832
Inflatable Restraint Sensing and Diagnostic Module: Description and Operation
INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE
The inflatable restraint Sensing and Diagnostic Module (SDM) performs the following functions in
the SIR system:
^ Energy Reserve - The SDM maintains a 23 Volt Loop Reserve (23 VLR) energy supply to provide
deployment energy for the air bags. Ignition voltage can provide deployment energy if the 23 Volt
Loop Reserves malfunction.
^ Crash Detection Frontal - The SDM monitors vehicle velocity changes in order to detect frontal crashes that are
severe enough to warrant deployment.
- Side - The SDM monitors vehicle velocity changes along with SIS information in order to detect
side impact crashes that are severe enough to warrant deployment.
^ Air Bag Deployment Frontal - During a frontal crash of sufficient force, the SDM will cause enough current to flow
through the frontal inflator modules to deploy the frontal air bags.
- Side - During a side crash of sufficient force, the SDM will cause enough current to flow through
the side impact module to deploy the driver side air bag.
^ Frontal Crash Recording - The SDM records information regarding the SIR system status during
a frontal crash.
^ Side Impact System Malfunction Monitoring - The SDM monitors the SIS. The SIS can
communicate the status of the side impact air bag system to the SDM.
^ Malfunction Detection - The SDM performs diagnostic monitoring of the SIR system electrical
components. Upon detection of a circuit or component malfunction, the SDM will set a DTC.
^ Malfunction Diagnosis - The SDM displays SIR DTCs and system status information through the
use of a scan tool.
^ Driver Notification - The SDM notifies the vehicle driver of SIR system malfunctions by controlling
the AIR BAG warning lamp in the instrument cluster via Class 2 serial data.
The SDM connects to the SIR wiring harness using the following connector(s):
^ The 18-way connector provides power, ground, and all the required interfaces for frontal air bag
deployment.
^ The 8-way connector (AJ7) provides all the required interfaces for side impact sensing and side
air bag deployment.
The SDM receives power whenever the ignition is ON.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Service and Repair > Inflatable
Restraint Sensing and Diagnostic Module (AJ7)
Inflatable Restraint Sensing and Diagnostic Module: Service and Repair Inflatable Restraint
Sensing and Diagnostic Module (AJ7)
CAUTION: Be careful when you handle a sensing and diagnostic module (SDM). Do not strike or
jolt the SDM. Before applying power to the SDM:
^ Remove any dirt, grease, etc. from the mounting surface
^ Position the SDM horizontally on the mounting surface
^ Point the arrow on the SDM toward the front of the vehicle
^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value
Failure to follow the correct procedure could cause air bag deployment, personal injury, or
unnecessary SIR system repairs.
CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks
the carpet, the sensing and diagnostic module (SDM) and the SDM harness connector may need
to be replaced. The SDM could be activated when powered, which could cause deployment of the
air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must
be disabled. Refer to Disabling the SIR System.
With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant
soaking or evidence of significant soaking is detected, you must perform the following tasks:
1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4.
Replace the SDM.
Failure to follow these tasks could result in possible air bag deployment, personal injury, or
otherwise unneeded SIR system repairs.
REMOVAL PROCEDURE
1. Disable the SIR system. Refer to Disabling the SIR System. 2. Remove the passenger front
seat. 3. Remove the passenger front carpet retainer, then roll back the carpet.
4. Remove the Connector Position Assurance (CPA) from the inflatable restraint sensing and
diagnostic module (SDM) 8-way wiring harness
connector.
5. Disconnect the SDM 8-way wiring harness connector from the SDM. 6. Remove the connector
position assurance (CPA) from the SDM 18-way wiring harness connector (2). 7. Disconnect the
SDM 18-way wiring harness connector from the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Service and Repair > Inflatable
Restraint Sensing and Diagnostic Module (AJ7) > Page 835
8. Remove the SDM mounting fasteners (3). 9. Remove the SDM (1) from the floor pan (2).
INSTALLATION PROCEDURE
1. Install the SDM (1) to the floor pan (2).
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the SDM mounting fasteners (3).
Tighten Tighten fasteners to 10 N.m (89 lb in).
3. Install the SDM 18-way wiring harness connector to the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Service and Repair > Inflatable
Restraint Sensing and Diagnostic Module (AJ7) > Page 836
4. Install the connector position assurance (CPA) to the SDM 18-way wiring harness connector. 5.
Install the SDM 8-way wiring harness connector to the SDM. 6. Install the connector position
assurance (CPA) to the SDM 8-way wiring harness connector. 7. Install the carpet and the
passenger front carpet retainer. 8. Install the passenger front seat. 9. Enable the SIR system. Refer
to Enabling the SIR System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Service and Repair > Inflatable
Restraint Sensing and Diagnostic Module (AJ7) > Page 837
Inflatable Restraint Sensing and Diagnostic Module: Service and Repair Inflatable Restraint
Sensing and Diagnostic Module (AK5)
CAUTION: Be careful when you handle a sensing and diagnostic module (SDM). Do not strike or
jolt the SDM. Before applying power to the SDM:
^ Remove any dirt, grease, etc. from the mounting surface
^ Position the SDM horizontally on the mounting surface
^ Point the arrow on the SDM toward the front of the vehicle
^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value
Failure to follow the correct procedure could cause air bag deployment, personal injury, or
unnecessary SIR system repairs.
CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks
the carpet, the sensing and diagnostic module (SDM) and the SDM harness connector may need
to be replaced. The SDM could be activated when powered, which could cause deployment of the
air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must
be disabled. Refer to Disabling the SIR System.
With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant
soaking or evidence of significant soaking is detected, you must perform the following tasks:
1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4.
Replace the SDM.
Failure to follow these tasks could result in possible air bag deployment, personal injury, or
otherwise unneeded SIR system repairs.
REMOVAL PROCEDURE
1. Disable the SIR system. Refer to Disabling the SIR System. 2. Remove the passenger front
seat. 3. Remove the passenger front carpet retainer, then roll back the carpet.
4. Remove the Connector Position Assurance (CPA) from the inflatable restraint sensing and
diagnostic module (SDM) wiring harness connector. 5. Disconnect the SDM wiring harness
connector from the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Service and Repair > Inflatable
Restraint Sensing and Diagnostic Module (AJ7) > Page 838
6. Remove the SDM mounting fasteners (3). 7. Remove the SDM (1) from the floor pan (2).
INSTALLATION PROCEDURE
1. Install the SDM (1) to the floor pan (2).
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the SDM mounting fasteners (3).
Tighten Tighten fasteners to 10 N.m (89 lb in).
3. Install the SDM wiring harness connector to the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Restraint Systems > Inflatable Restraint
Sensing and Diagnostic Module <--> [Air Bag Control Module] > Component Information > Service and Repair > Inflatable
Restraint Sensing and Diagnostic Module (AJ7) > Page 839
4. Install the connector position assurance (CPA) to the SDM wiring harness connector. 5. Install
the carpet and the passenger front carpet retainer. 6. Install the passenger front seat. 7. Enable the
SIR system. Refer to Enabling the SIR System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Steering and Suspension > Relays and
Modules - Wheels and Tires > Tire Pressure Monitor Receiver / Transponder > Component Information > Technical Service
Bulletins > Tire Monitor System - TPM Sensor Information
Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Heated Glass Element
Relay > Component Information > Locations
Heated Glass Element Relay: Locations
In the RH instrument panel accessory wiring junction block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Rear Defogger Relay >
Component Information > Locations
Rear Defogger Relay: Locations
RH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Windows and Glass > Rear Defogger Relay >
Component Information > Locations > Page 853
Locations View
In the RH instrument panel Fuse Block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Locations > Component Locations
Wiper Control Module: Component Locations
Locations View
LR of the engine compartment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Locations > Component Locations > Page 859
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions
Wiper Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 862
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 863
Electrical Symbols (Part 2 Of 4)
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 864
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 865
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 866
Wiper Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 867
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 868
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 869
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 880
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 881
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 882
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Module > Component Information > Diagrams > Diagram Information and Instructions > Page 883
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 884
This service manual uses various symbols in order to describe different service operations.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 885
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 886
Equivalents - Decimal And Metric (Part 1 Of 2)
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Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 887
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 888
Windshield Wiper System Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Relays and Modules > Relays and Modules - Wiper and Washer Systems > Wiper Control
Module > Component Information > Diagrams > Diagram Information and Instructions > Page 889
Wiper/Washer System (Pulse) Schematics
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Accessories and Optional Equipment >
Lock Cylinder Switch > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Accessories and Optional Equipment >
Lock Cylinder Switch > Component Information > Locations > Page 895
Passlock(TM) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Accessories and Optional Equipment >
Remote Switch, Audio - Stereo > Component Information > Technical Service Bulletins > Audio - Inadvertent Steering
Wheel Button Activation
Remote Switch: Technical Service Bulletins Audio - Inadvertent Steering Wheel Button Activation
INFORMATION
Bulletin No.: 08-08-44-028
Date: August 28, 2008
Subject: Information On Inadvertent Steering Wheel Control (SWC) Button Press Causing Radio
Anomalies
Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior
HUMMER H2, H3 Models 2009 and Prior Saab 9-7X
All Vehicles with Steering Wheel Controls
This bulletin is being issued to provide a recommendation for vehicles with a customer concern of
the radio station tuning changing by itself, volume changing by itself, radio changing by itself, or
radio muting or going silent when driving and turning the steering wheel.
The switches on the right hand side of the steering wheel are easily pressed and may inadvertently
be pressed when turning the steering wheel.
These concerns may be affected by the location of the steering wheel controls.
Recommendation
Do Not Replace The Radio
1. Please determine that the switch controls on the steering wheel are functioning correctly.
2. Ask the customer if their hand was in close proximity to the steering wheel controls when the
condition happened. Explain to the customer that bumping the controls would have caused this
undesired action. Explain to the customer the proper use and function of the steering wheel
controls.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock
Switch > Component Information > Locations > Component Locations
Power Door Lock Switch: Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock
Switch > Component Information > Locations > Component Locations > Page 905
Locations View
Center of the front door.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock
Switch > Component Information > Locations > Component Locations > Page 906
Power Door Lock Switch: Connector Locations
Locations View
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock
Switch > Component Information > Locations > Component Locations > Page 907
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock
Switch > Component Information > Diagrams > LF Door Lock Switch
LF Door Lock Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock
Switch > Component Information > Diagrams > LF Door Lock Switch > Page 910
RF Door Lock Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Door Lock
Switch > Component Information > Service and Repair > Procedures
Power Door Lock Switch: Procedures
REMOVAL PROCEDURE
1. Remove the inside door handle bezel.
2. Remove the power door lock switch from the inside door handle bezel using a small, flat-bladed
tool in order to release the retainers. 3. Disconnect the electrical connector from the power door
lock switch.
INSTALLATION PROCEDURE
1. Install the power door lock switch to the inside door handle bezel pressing into place until fully
seated. 2. Connect the electrical connector to the power door lock switch.
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Switch > Component Information > Service and Repair > Procedures > Page 913
3. Install the inside door handle bezel.
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Switch > Component Information > Service and Repair > Procedures > Page 914
Power Door Lock Switch: Removal and Replacement
Door Lock Switch Replacement (Impala)
Removal Procedure
1. Remove the inside door handle bezel. Refer to Door Inside Handle Bezel Replacement (Impala)
(See: Body and Frame/Doors, Hood and
Trunk/Doors/Front Door/Front Door Panel/Service and Repair/Door Inside Handle Bezel
Replacement).
2. Remove the power door lock switch from the inside door handle bezel using a small, flat-bladed
tool in order to release the retainers. 3. Disconnect the electrical connector from the power door
lock switch.
Installation Procedure
1. Install the power door lock switch to the inside door handle bezel pressing into place until fully
seated. 2. Connect the electrical connector to the power door lock switch.
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Switch > Component Information > Service and Repair > Procedures > Page 915
3. Install the inside door handle bezel. Refer to Door Inside Handle Bezel Replacement (Impala)
(See: Body and Frame/Doors, Hood and
Trunk/Doors/Front Door/Front Door Panel/Service and Repair/Door Inside Handle Bezel
Replacement).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Mirror Switch >
Component Information > Locations > Outside Rearview Mirror Remote Control Switch
Power Mirror Switch: Locations Outside Rearview Mirror Remote Control Switch
Front top of the driver's door panel.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Mirror Switch >
Component Information > Locations > Outside Rearview Mirror Remote Control Switch > Page 920
Power Mirror Switch: Locations Outside Remote Control Rearview Mirror Switch
Locations View
Front top of the left front door panel.
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Component Information > Locations > Page 921
Power Mirror Switch: Service and Repair
REMOVAL PROCEDURE
1. Remove the front door pull cup from the front door inner trim panel. 2. Disconnect the electrical
connectors from the power mirror switch. 3. Remove the power mirror switch from the front door
pull cup, using a small flat-bladed tool at the side of the mirror switch in order to release the
mirror control switch retainer.
4. Remove the power mirror switch from the front door pull cup.
INSTALLATION PROCEDURE
1. Install the power mirror switch to the front door pull cup pressing into place until fully seated. 2.
Connect the electrical connectors to the power mirror switch. 3. Install the front door pull cup to the
front door trim panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Seat Switch >
Component Information > Diagrams > Driver Seat Adjuster Switch
Driver Seat Adjuster Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Seat Switch >
Component Information > Diagrams > Driver Seat Adjuster Switch > Page 926
Passenger Seat Adjuster Switch
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Power Seat Switch >
Component Information > Diagrams > Page 927
Power Seat Switch: Service and Repair
Power Seat Switch Replacement
Removal Procedure
1. Remove the front seat cushion outer trim panel. Refer to Seat Cushion Outer Trim Panel
Replacement (See: Body and Frame/Seats/Seat
Cushion/Service and Repair/Seat Cushion Outer Trim Panel Replacement).
2. Remove the power front seat switch from the front seat outer trim panel, using a small flat bladed
tool.
3. Disconnect the electrical connector from the power front seat switch. 4. Remove the power front
seat switch from the vehicle.
Installation Procedure
1. Connect the electrical connector to the power front seat switch.
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Component Information > Diagrams > Page 928
2. Install the power front seat switch to the front seat outer trim panel, pressing into place until fully
seated. 3. Install the front seat cushion outer trim panel. Refer to Seat Cushion Outer Trim Panel
Replacement (See: Body and Frame/Seats/Seat
Cushion/Service and Repair/Seat Cushion Outer Trim Panel Replacement).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Seat Heater Switch >
Component Information > Locations > Heated Seat Switch
Seat Heater Switch: Locations Heated Seat Switch
On the LH side of the seat.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Seat Heater Switch >
Component Information > Locations > Heated Seat Switch > Page 933
Seat Heater Switch: Locations Heated Seat Switch, Driver (2-Door)
Mounted on the center console.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Seat Heater Switch >
Component Information > Locations > Heated Seat Switch > Page 934
Seat Heater Switch: Locations Heated Seat Switch, Driver (4-Door)
On the LH side of the seat.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Seat Heater Switch >
Component Information > Locations > Heated Seat Switch > Page 935
Seat Heater Switch: Locations
Driver Heated Seat Switch
Locations View
RPO KA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Heated Seat Switch
On the LH side of the seat.
Heated Seat Switch, Driver (2-Door)
Mounted on the center console.
Heated Seat Switch, Driver (4-Door)
On the LH side of the seat.
Heated Seat Switch, Passenger (2-Door)
Mounted on the center console.
Heated Seat Switch, Passenger (4-Door)
On the RH side of the seat.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Seat Heater Switch >
Component Information > Diagrams > Heated Seat Switch, Driver Connector
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Seat Heater Switch >
Component Information > Diagrams > Heated Seat Switch, Driver Connector > Page 938
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Limit Switch > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Limit Switch > Component Information > Diagrams > Sunroof Limit Switch, C5
Sunroof Limit Switch, C5
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Limit Switch > Component Information > Diagrams > Sunroof Limit Switch, C5 > Page 944
Sunroof Limit Switch, C4
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Locations
Sunroof / Moonroof Switch: Locations
Center of the windshield header.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions
Sunroof / Moonroof Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 950
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 951
Electrical Symbols (Part 2 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 952
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 953
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 954
Sunroof / Moonroof Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 955
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 958
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 962
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 964
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 965
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 966
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 967
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 968
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 969
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 970
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 971
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 972
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 973
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 974
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 975
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 976
Sunroof / Moonroof Switch: Electrical Diagrams
Power Sunroof Schematics: Without Driver Information Center (DIC)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 977
Power Sunroof Schematics: With Driver Information Center (DIC)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Service and Repair > Switch Replacement - Sunroof Position Encoding System
Sunroof / Moonroof Switch: Service and Repair Switch Replacement - Sunroof Position Encoding
System
TOOLS REQUIRED
J 41718 Sunroof Timing Pins
REMOVAL PROCEDURE
IMPORTANT: ^
The sunroof Positioning Encoding Switch (PES) (3) is aligned to the drive cables. The YES switch
comes from the factory set to the glass panel CLOSED position. A position lock pin (1) has been
installed on the top of the YES switch. The pin (1) must remain until after the installation of the
actuator and of the YES switch. The pin locks the drive gears in place and must be removed before
operation of the sunroof module.
^ If you reuse a YES switch, place the sunroof glass panel in the CLOSED position. Install the
sunroof timing pins J41718. Install a position lock pin, or install 2 wires, such as the ends of a
paper clip, then remove the YES switch from the sunroof module. The YES switch timing will be
lost if you do not follow this procedure.
1. Position the sunroof glass panel to the closed position. 2. Remove the sunroof module from the
vehicle.
IMPORTANT: Before removing the YES switch from the sunroof module, the J 41718 sunroof
timing pins must be installed to lock the cable/cam mechanism into position.
3. The cable/cam mechanisms on both sides of the glass contain a set of timing holes. These holes
are aligned to the sunroof glass panel in the
CLOSED position. Remove the left and right side front sunroof glass panel screws. Use a
flat-bladed tool to push the cable/cam mechanisms forward or rearward to align with the holes.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Service and Repair > Switch Replacement - Sunroof Position Encoding System > Page
980
Install the J41718 sunroof timing pins into the left and right sunroof glass panel screw holes. Install
the position lock pin or install 2 wires, such as the ends of a paper clip, to the YES switch before
removal of the switch.
4. Remove the sunroof actuator.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Sunroof / Moonroof
Switch > Component Information > Service and Repair > Switch Replacement - Sunroof Position Encoding System > Page
981
Sunroof / Moonroof Switch: Service and Repair Power Sunroof Switch Replacement (W/O
Overhead Console)
REMOVAL PROCEDURE
1. Grasp the power sunroof switch on the left and right sides.
IMPORTANT: The switch must be rotated, pulled down on the left side, to be removed.
2. Use 2, small, flat-bladed tools in order to disengage the clips which are located at the front and
rear of the power sunroof switch. Hold the
flat-bladed tools parallel to the roof and push straight in.
3. Rotate the power sunroof switch toward the left side to disengage it from the mounting bracket
and pull down. 4. Disconnect the electrical connector from the power sunroof switch. 5. Remove
the power sunroof switch from the vehicle.
INSTALLATION PROCEDURE
1. Connect the electrical connector to the power sunroof switch. 2. Rotate the power sunroof switch
back into the vehicle. 3. Firmly push the power sunroof switch into the headliner until fully seated.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switch > Component Information > Service and Repair > Switch Replacement - Sunroof Position Encoding System > Page
982
Sunroof / Moonroof Switch: Service and Repair Power Sunroof Switch Replacement (With
Overhead Console)
REMOVAL PROCEDURE
IMPORTANT: The driver information center control module, and the power sunroof switch is
serviced as a complete part.
1. Remove the overhead console. 2. Remove the driver information center control module,
containing the power sunroof switch from the overhead console.
INSTALLATION PROCEDURE
1. Install the driver information center control module, containing the power sunroof switch to the
overhead console. 2. Install the overhead console.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch
> Component Information > Locations > Component Locations
Trunk / Liftgate Switch: Component Locations
Rear Compartment Lid Ajar Indicator Switch
Center of the rear compartment lid.
Rear Compartment Lid Release Switch
Locations View
Left side of the instrument panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch
> Component Information > Locations > Component Locations > Page 987
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch
> Component Information > Locations > Page 988
Rear Compartment Lid Ajar Indicator Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch
> Component Information > Service and Repair > Rear Compartment Lid Ajar Switch Replacement
Trunk / Liftgate Switch: Service and Repair Rear Compartment Lid Ajar Switch Replacement
Rear Compartment Lid Ajar Switch Replacement
REMOVAL PROCEDURE
1. Open the rear compartment lid. 2. Remove the rear compartment lid latch. Refer to Latch
Replacement - Rear Compartment Lid. 3. Remove the rear compartment lid ajar lamp/switch to
rear compartment lid latch screw (5). 4. Remove the compartment lid ajar lamp/switch (6) from the
rear compartment lid latch (8).
INSTALLATION PROCEDURE
1. Position the rear compartment lid ajar lamp/switch (6) to the rear compartment lid latch (8). 2.
Install the rear compartment lid ajar lamp/switch to rear compartment lid latch screw (5).
Tighten Tighten the rear compartment lid ajar lamp/switch to rear compartment lid latch screw to 5
N.m (44 lb in).
3. Install the rear compartment lid latch. 4. Close the rear compartment lid.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch
> Component Information > Service and Repair > Rear Compartment Lid Ajar Switch Replacement > Page 991
Trunk / Liftgate Switch: Service and Repair Rear Compartment Lid Switch Replacement
Rear Compartment Lid Switch Replacement
REMOVAL PROCEDURE
1. Release the LH instrument panel (IP) insulator tabs from the lower IP trim pad retainers for
access. 2. Remove the LH fuse block access cover. 3. Remove the steering column opening filler
panel screws. 4. Release the steering column opening filler panel retainers from the IP lower trim
panel. Carefully lower the steering column opening filler panel
away from the IP lower trim panel.
5. Disconnect the electrical connector from the rear compartment release switch. 6. Remove the
rear compartment release switch.
INSTALLATION PROCEDURE
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Body and Frame > Trunk / Liftgate Switch
> Component Information > Service and Repair > Rear Compartment Lid Ajar Switch Replacement > Page 992
1. Install the rear compartment release switch. 2. Connect the electrical connector to the rear
compartment release switch.
3. Align the steering column opening filler panel to the instrument panel (IP) lower trim panel. Install
the steering column opening filler panel
retainers to the IP lower trim panel.
4. Install the steering column opening filler panel screws.
Tighten Tighten the steering column opening filler panel screws to 2 N.m (18 lb in).
5. Install the LH IP insulator tabs to the lower IP trim pad retainers. 6. Install the LH fuse block
access cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid
Level Sensor/Switch > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Brake Fluid
Level Sensor/Switch > Component Information > Locations > Page 997
Brake Fluid Level Sensor/Switch: Service and Repair
Master Cylinder Fluid Level Sensor Replacement (With ABS)
Removal Procedure
1. Disconnect the electrical connector (2) from the fluid level sensor.
2. Remove the fluid level sensor. Use needle nose pliers in order to compress the switch locking
tabs (1) at the side of the master cylinder.
Installation Procedure
1. Install the fluid level sensor until the locking tabs snap into place. 2. Connect the electrical
connector (2) to the fluid level sensor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Parking
Brake Release Switch > Component Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Parking
Brake Release Switch > Component Information > Locations > Component Locations > Page 1002
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Parking
Brake Warning Switch > Component Information > Specifications
Parking Brake Warning Switch: Specifications
Park Brake Indicator Switch Mounting Screw
..................................................................................................................................................... 26
inch lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Parking
Brake Warning Switch > Component Information > Specifications > Page 1006
Parking Brake Warning Switch: Service and Repair
Removal Procedure
1. Remove the left side instrument panel insulator. Refer to Insulator Replacement - IP (Left) in
Instrument Panel, Gauges and Warning Indicators. 2. Remove the left carpet retainer and pull
carpet back. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer Replacement
(Monte
Carlo)
3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove
the parking brake indicator switch (1).
Installation Procedure
1. Install the parking brake indicator switch (1).
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the mounting screw.
^ Tighten the mounting screw to 3 Nm (26 inch lbs.).
3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the
left carpet retainer and carpet. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer
Replacement (Monte Carlo). 5. Install the left side instrument panel insulator. Refer to Insulator
Replacement - IP (Left) in Instrument Panel, Gauges and Warning Indicators.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Component Locations
Traction Control Switch: Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Component Locations > Page 1011
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Component Locations > Page 1012
Traction Control Switch: Connector Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Component Locations > Page 1013
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Component Locations > Page 1014
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Page 1015
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Page 1016
Traction Control Switch: Service and Repair
REMOVAL PROCEDURE
1. Apply the parking brake, if equipped with column shift. 2. Position the transaxle shift control
indicator to 1, if equipped with column shift. 3. Adjust the steering wheel for access. 4. Remove the
ignition switch cylinder bezel.
5. Remove the LH instrument panel (IP) fuse block access opening cover. 6. Remove the LH P
cluster trim plate screws. 7. Start at the left side of the P cluster trim plate. Grasp the trim plate and
carefully pull rearward. Disengage enough IP cluster trim plate retainers in
order to easily access the traction control switch.
8. Disconnect the electrical connectors from the traction control switch. 9. Remove the traction
control switch from the IP cluster trim plate.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Traction
Control Switch > Component Information > Locations > Page 1017
1. Install the traction control switch to the IP cluster trim plate. 2. Connect the electrical connector
to the traction control switch.
3. Carefully press the IP cluster trim plate into the IP trim pad. Make sure all of the retainers are
fully engaged. 4. Install the LH IP cluster trim plate screws.
Tighten Tighten the IF cluster trim plate screws to 2 N.m (18 lb in).
5. Install the LH instrument panel (IP) fuse block access opening covers.
6. Install the ignition switch cylinder bezel. 7. Return the steering wheel to the original position. 8.
Position the transaxle shift control indicator to Park, if equipped with a column shift. 9. Push to
release the parking brake, if equipped with column shift.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Locations > LF Wheel Speed Sensor
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Locations > LF Wheel Speed Sensor > Page 1022
Wheel Speed Sensor: Locations Wheel Speed Sensor, Rear
In the rear wheel hub(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 1025
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 1026
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 1027
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front)
Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement (Front)
Removal Procedure
Important: The front wheel speed sensors and rings are integral with the hub and bearing
assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing
assembly. Do not service the harness pigtail individually because the harness pigtail is part of the
sensor. Refer to Front Wheel Drive Shaft Bearing Replacement.
1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the front
tire and wheel assembly. Refer to Tire and Wheel Removal and Installation. 3. Remove the front
wheel speed sensor jumper harness electrical connector (1) from the front wheel speed sensor
connector (3).
4. Remove the hub and bearing assembly (2). Refer to Front Wheel Drive Shaft Bearing
Replacement for removal.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page 1030
1. Install the hub and bearing assembly (2) to the vehicle. Refer to Front Wheel Drive Shaft Bearing
Replacement for installation.
2. Install the front wheel speed sensor jumper harness electrical connector (1) to front wheel speed
sensor connector (3). 3. Install the wheel and tire assembly. Refer to Tire and Wheel Removal and
Installation. 4. Lower the vehicle. 5. Turn the ignition switch to the RUN position with the engine off.
6. Perform the A Diagnostic System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page 1031
Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement (Rear)
Removal Procedure
Important: The rear wheel speed sensors and rings are integral with the hub and bearing
assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing
assembly. Refer to Wheel Bearing/Hub Replacement - Rear.
1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the rear
tire and wheel assembly. Refer to Tire and Wheel Removal and Installation. 3. Remove the rear
wheel speed sensor electrical connector (1) located next to the rear strut (2).
4. Remove the hub and bearing assembly (1). Refer to Wheel Bearing/Hub Replacement - Rear for
removal.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Brakes and Traction Control > Wheel
Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page 1032
1. Install the hub and bearing assembly (1) to the vehicle. Refer to Wheel Bearing/Hub
Replacement - Rear for installation.
2. Install the rear wheel speed sensor electrical connector (1). 3. Install the wheel and tire
assembly. Refer to Tire and Wheel Removal and Installation. 4. Lower the vehicle. 5. Turn the
ignition switch to the RUN position with the engine off. 6. Perform the A Diagnostic System Check ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor >
Component Information > Technical Service Bulletins > Customer Interest for Coolant Level Sensor: > 04-06-02-007 > Aug
> 04 > Instruments - Low Coolant Indicator Always ON
Coolant Level Sensor: Customer Interest Instruments - Low Coolant Indicator Always ON
Bulletin No.: 04-06-02-007
Date: August 11, 2004
TECHNICAL
Subject: Low Engine Coolant Level Indicator Always On (Diagnose Low Coolant Level System
Operation/Check Sensor for Oil Contamination)
Models: 2000-2002 Buick Century, Regal 2000-2001 Chevrolet Lumina 2000-2002 Chevrolet
Impala, Monte Carlo 2000-2002 Pontiac Grand Prix 2000-2002 Oldsmobile Intrigue
Condition
Some customers may comment that the low engine coolant level indicator is always illuminated.
Cause
The cause of this condition may be due to engine oil contaminating the coolant. Possible sources
of oil contamination are internal engine leaks, improper service procedures, or the addition of some
types of anti-leak additives to the cooling system. Once in the coolant, the oil leaves deposits on
the level sensor creating an insulating film. This film results in a false activation of the coolant level
indicator.
Correction
Diagnose low coolant level system operation and check the sensor for oil contamination using the
procedure listed below.
Important:
No coolant supplements should be used in GM cooling systems, other than what is approved and
recommended by GM. The use of "aftermarket" over-the-counter sealing and cooling supplements
may affect the operation of the low coolant level sensor. Discoloration of the coolant recovery bottle
is normal and does not necessarily indicate that coolant contamination is present. Flush cooling
system only when instructed by this bulletin.
1. Verify that the coolant is at proper level in the radiator and the coolant recovery bottle. If the
coolant is low, add proper amount of 50/50 water and DEX-COOL(R) mixture. If the low coolant
light operates properly, diagnose the cooling system for loss of coolant as outlined in SI. DO NOT
proceed further with this bulletin.
2. Remove the low coolant level sensor. Refer to Coolant Level Module Replacement in the Engine
Cooling sub-section.
3. With the key on, the engine off and the coolant level sensor disconnected from the vehicle wiring
harness, observe the low coolant light:
^ Light is on - Chassis wiring or instrument cluster concern. Follow the appropriate diagnostic
information in SI.
^ Light is out - Proceed to Step 4.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor >
Component Information > Technical Service Bulletins > Customer Interest for Coolant Level Sensor: > 04-06-02-007 > Aug
> 04 > Instruments - Low Coolant Indicator Always ON > Page 1042
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor >
Component Information > Technical Service Bulletins > Customer Interest for Coolant Level Sensor: > 04-06-02-007 > Aug
> 04 > Instruments - Low Coolant Indicator Always ON > Page 1043
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant Level Sensor: >
04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON
Coolant Level Sensor: All Technical Service Bulletins Instruments - Low Coolant Indicator Always
ON
Bulletin No.: 04-06-02-007
Date: August 11, 2004
TECHNICAL
Subject: Low Engine Coolant Level Indicator Always On (Diagnose Low Coolant Level System
Operation/Check Sensor for Oil Contamination)
Models: 2000-2002 Buick Century, Regal 2000-2001 Chevrolet Lumina 2000-2002 Chevrolet
Impala, Monte Carlo 2000-2002 Pontiac Grand Prix 2000-2002 Oldsmobile Intrigue
Condition
Some customers may comment that the low engine coolant level indicator is always illuminated.
Cause
The cause of this condition may be due to engine oil contaminating the coolant. Possible sources
of oil contamination are internal engine leaks, improper service procedures, or the addition of some
types of anti-leak additives to the cooling system. Once in the coolant, the oil leaves deposits on
the level sensor creating an insulating film. This film results in a false activation of the coolant level
indicator.
Correction
Diagnose low coolant level system operation and check the sensor for oil contamination using the
procedure listed below.
Important:
No coolant supplements should be used in GM cooling systems, other than what is approved and
recommended by GM. The use of "aftermarket" over-the-counter sealing and cooling supplements
may affect the operation of the low coolant level sensor. Discoloration of the coolant recovery bottle
is normal and does not necessarily indicate that coolant contamination is present. Flush cooling
system only when instructed by this bulletin.
1. Verify that the coolant is at proper level in the radiator and the coolant recovery bottle. If the
coolant is low, add proper amount of 50/50 water and DEX-COOL(R) mixture. If the low coolant
light operates properly, diagnose the cooling system for loss of coolant as outlined in SI. DO NOT
proceed further with this bulletin.
2. Remove the low coolant level sensor. Refer to Coolant Level Module Replacement in the Engine
Cooling sub-section.
3. With the key on, the engine off and the coolant level sensor disconnected from the vehicle wiring
harness, observe the low coolant light:
^ Light is on - Chassis wiring or instrument cluster concern. Follow the appropriate diagnostic
information in SI.
^ Light is out - Proceed to Step 4.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant Level Sensor: >
04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON > Page 1049
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Coolant Level Sensor >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant Level Sensor: >
04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON > Page 1050
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Specifications
Coolant Temperature Sensor/Switch (For Computer): Specifications
Engine Coolant Temperature (ECT) Sensor 23 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Specifications > Page 1055
Coolant Temperature Sensor/Switch (For Computer): Locations
LH side, top of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions
Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1058
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1059
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1060
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1061
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1062
Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1063
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1064
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cooling System > Engine - Coolant
Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams >
Diagram Information and Instructions > Page 1065
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Diagram Information and Instructions > Page 1066
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Diagram Information and Instructions > Page 1067
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Diagram Information and Instructions > Page 1071
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Diagram Information and Instructions > Page 1076
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Diagram Information and Instructions > Page 1077
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Diagram Information and Instructions > Page 1080
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Diagram Information and Instructions > Page 1082
Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Diagram Information and Instructions > Page 1084
Engine Coolant Temperature (ECT) Sensor
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Diagram Information and Instructions > Page 1085
Schematic
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Coolant Temperature Sensor/Switch (For Computer): Description and Operation
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130° C/266° F).
The PCM supplies a 5.0 volt signal to the engine coolant temperature sensor through a resistor in
the PCM and measures the voltage. The voltage will be high when the engine is cold, and low
when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant
temperature. Engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the
temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the
engine has not been run for several hours (overnight), the engine coolant temperature and intake
air temperature displays should be close to each other.
A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, an intermittent fault should set a DTC P1114 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent Low Voltage, or DTC P1115 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent High Voltage. The DTC Diagnostic Aids also
contains a chart to test for sensor resistance values relative to temperature.
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The ECT sensor (3) also contains another circuit which is used to operate the engine coolant
temperature gauge located in the instrument panel.
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Page 1088
Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Relieve coolant pressure. 3. Disconnect the ECT sensor electrical
connector. 4. Using a deep well socket and extension, remove the sensor.
INSTALLATION PROCEDURE
1. Coat the engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the sensor in the engine.
Tighten Tighten the sensor to 23 N.m (17 lb ft).
3. Connect the ECT sensor electrical connector. 4. Start the engine. 5. Inspect for leaks. 6. Inspect
the coolant level.
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Brake Switch (Cruise Control): Description and Operation
The cruise control release switch and the stop lamp switch disengage the cruise control system. A
cruise control release switch and a stop lamp switch are mounted on the brake pedal bracket. The
switches disengage the system electrically when the brake pedal is pressed.
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Component Information > Locations > Component Locations
Cruise Control Switch: Component Locations
Cruise Control ON/OFF Switch
On the turn signal lever.
On the steering wheel spoke.
Cruise Control Release Switch
Locations View
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Locations View
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Locations View
Behind the LH side of the instrument panel, on the brake pedal support.
Cruise Control Resume/Accel Switch
On the steering wheel spoke.
Cruise Control Set/Cancel Switch
On the steering wheel spoke.
Cruise Control Steering Wheel Switch (LH) (SET/COAST)
Lower Left side of steering wheel.
Cruise Control Steering Wheel Switch (RH) (RESUME/ACCEL)
Lower right side of steering wheel.
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Locations View
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Locations View
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Locations View
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Locations View
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Cruise Control Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Cruise Control Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1122
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1123
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1124
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Component Information > Diagrams > Diagram Information and Instructions > Page 1125
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1126
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1127
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1128
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1129
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1130
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1131
Cruise Control Release Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Diagrams > Diagram Information and Instructions > Page 1132
Cruise Control Schematics
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Cruise Control > Cruise Control Switch >
Component Information > Service and Repair > Cruise Release Switch Replacement
Cruise Control Switch: Service and Repair Cruise Release Switch Replacement
REMOVAL PROCEDURE
CAUTION: ^
Before servicing any electrical component, the ignition key must be in the OFF or LOCK position
and all electrical loads must be OFF unless instructed otherwise in these procedures. If a tool or
equipment could easily come in contact with a live exposed electrical terminal, also disconnect the
negative battery cable. Failure to follow these precautions may cause personal injury and/or
damage to the vehicle or its components.
^ This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure to follow
the correct procedure could cause the following conditions: ^
Air bag deployment
^ Personal injury
^ Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
^ Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
^ If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
1. Remove the driver side knee bolster panel. 2. Remove the electrical connector from the cruise
control release switch. 3. Remove the cruise control release switch from the retainer in the brake
pedal bracket.
INSTALLATION PROCEDURE
1. Install the cruise control release switch to the retainer in the brake pedal bracket. 2. Install the
electrical connector onto the cruise control release switch. 3. Adjust the cruise control release
switch. 4. Install the driver side knee bolster panel.
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Component Information > Service and Repair > Cruise Release Switch Replacement > Page 1135
Cruise Control Switch: Service and Repair Cruise Release Switch Adjustment
IMPORTANT: The cruise control release switch and the stop lamp switch are adjusted together.
Incorrect adjustment of either of these switches may cause premature brake lining wear or the
cruise control system to not work properly.
1. Remove the left side insulator panel. 2. Press the brake pedal fully. 3. Push the switches into the
retainers until the switches are fully seated.
4. Pull the brake pedal rearward against the pedal stop until the audible clicks can no longer be
heard. 5. The following brake pedal travel distances can be used to validate the proper cruise
control release switch and stop lamp switch adjustment.
Cruise control release switch and the stop lamp switch contacts must actuate at 3.5 to 12.5 mm
(1/8 to 1/2 in) of the brake pedal travel measured at the centerline of the brake pedal pad. Nominal
actuation of the stop lamp switch contacts is about 4.5 mm (3/16 in) after the cruse control release
switch actuation.
6. Install the left side insulator panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor > Component
Information > Specifications
Oil Level Sensor: Specifications
Oil Level Sensor Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor > Component
Information > Specifications > Page 1140
Oil Level Sensor: Locations
Locations View
Front center of the engine oil pan.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor For ECM >
Component Information > Locations
Oil Level Sensor For ECM: Locations
Front center of the engine oil pan.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Level Sensor For ECM >
Component Information > Locations > Page 1144
Engine Oil Level Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Sender >
Component Information > Specifications
Oil Pressure Sender: Specifications
Engine Oil Pressure Indicator Switch 115 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Sender >
Component Information > Specifications > Page 1148
Engine Oil Pressure Indicator Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Sensor >
Component Information > Locations
Oil Pressure Sensor: Locations
Left Front Of Engine
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Component Information > Locations > Page 1152
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel
Pump) > Component Information > Locations > Component Locations
Oil Pressure Switch (For Fuel Pump): Component Locations
Engine Oil Pressure Indicator Switch (LA1)
Front of the engine, above the starter.
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Engine Oil Pressure Indicator Switch (L36)
Near generator.
RPO L36: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel
Pump) > Component Information > Locations > Component Locations > Page 1157
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel
Pump) > Component Information > Locations > Component Locations > Page 1158
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Engine > Oil Pressure Switch (For Fuel
Pump) > Component Information > Locations > Page 1159
Oil Pressure Switch (For Fuel Pump): Description and Operation
Engine Oil Pressure Switch
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure
is OK. If the PCM determines that a low oil pressure condition exists, the PCM will communicate
the information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or
initiate a message.
The low oil pressure message may not appear if other messages are being commanded, such as
the rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Ambient Temperature Sensor /
Switch HVAC > Component Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Ambient Temperature Sensor /
Switch HVAC > Component Information > Locations > Component Locations > Page 1165
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Ambient Temperature Sensor /
Switch HVAC > Component Information > Locations > Page 1166
Ambient Outside Air Temperature Sensor
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Ambient Temperature Sensor /
Switch HVAC > Component Information > Locations > Page 1167
Ambient Temperature Sensor / Switch HVAC: Service and Repair
Ambient Temperature Sensor Replacement
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Raise and suitably support the vehicle. 3. Disconnect
the electrical connector from the ambient temperature sensor that is located on the front radiator air
baffle. 4. Remove the ambient temperature sensor from the radiator air baffle.
INSTALLATION PROCEDURE
1. Install the ambient temperature sensor to the radiator air baffle. 2. Connect the electrical
connector to the ambient temperature sensor. 3. Lower the vehicle. 4. Connect the negative battery
cable. 5. Drive the vehicle at a speed of 32 km/h (20 mph) for approximately one and a half
minutes or at a speed of 72 km/h (45 mph) for approximately
one minute in order to obtain the ambient update.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor /
Switch, HVAC > Component Information > Specifications
Refrigerant Pressure Sensor / Switch: Specifications
A/C Refrigerant Pressure Sensor 4.7 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switch, HVAC > Component Information > Locations > Component Locations
Locations View
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor /
Switch, HVAC > Component Information > Locations > Component Locations > Page 1173
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor /
Switch, HVAC > Component Information > Locations > Page 1174
A/C Refrigerant Pressure Sensor
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Switch, HVAC > Component Information > Locations > Page 1175
Refrigerant Pressure Sensor / Switch: Description and Operation
A/C Refrigerant Pressure Sensor
The A/C refrigerant pressure sensor signal indicates high side refrigerant pressure to the PCM. The
PCM uses this information to adjust the idle air control valve to compensate for the higher engine
loads present with high A/C refrigerant pressures and to control the cooling fans. A fault in the A/C
refrigerant pressure sensor signal will cause DTC P0530 Air Conditioning (A/C) Refrigerant
Pressure Sensor Circuit to set.
When A/C is selected the PCM increases the engine idle speed just prior to A/C clutch
engagement for better idle quality. In addition the PCM will command the cooling fans on during
A/C operation. The PCM monitors the A/C refrigerant pressure. If the A/C refrigerant pressure, and
engine operating conditions are within a specific calibrated acceptable ranges the PCM will enable
the A/C compressor relay. This is accomplished by providing a ground path for the A/C relay coil
within the PCM. When the A/C compressor relay is enabled battery voltage is supplied to the
compressor clutch coil.
The PCM will enable the A/C compressor clutch whenever the engine is running and the A/C has
been requested, unless any of the following conditions are met:
^ Throttle more than 90 percent
^ A/C head pressure more than 427 psi (4.27 volts) or less than 41 psi (0.35 volt) (as determined
by the A/C refrigerant pressure sensor).
^ Ignition voltage below 9.5 volts.
^ Engine speed more than 6900 RPM for 5 seconds.
^ ECT more than 121°C (250°F).
^ IAT less than °C (32°F).
For more information regarding the A/C System, refer to HVAC Compressor Controls Circuit
Description in Heating and Air Conditioning.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - HVAC > Refrigerant Pressure Sensor /
Switch, HVAC > Component Information > Locations > Page 1176
Refrigerant Pressure Sensor / Switch: Service and Repair
A/C REFRIGERANT PRESSURE SENSOR REPLACEMENT
REMOVAL PROCEDURE
1. Disconnect the battery negative cable. 2. Remove the air cleaner and duct assembly. 3.
Disconnect the electrical connector (2) from the A/C refrigerant pressure sensor. 4. Remove the
A/C refrigerant pressure sensor (1) from the liquid line.
INSTALLATION PROCEDURE
1. Lubricate a new O-ring seal with mineral base 525 viscosity refrigerant oil. 2. Install the new
O-ring seal.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install the A/C refrigerant pressure sensor (1) to the liquid line.
Tighten Tighten the A/C refrigerant pressure sensor to 4.7 N.m (41 lb in).
4. Connect the electrical connector (2) to the A/C refrigerant pressure sensor. 5. Install the air
cleaner and duct assembly. 6. Connect the battery negative cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch >
Component Information > Technical Service Bulletins > IP Dimmer Control - Proper Setting
Dimmer Switch: Technical Service Bulletins IP Dimmer Control - Proper Setting
File In Section: 08 - Body and Accessories
Bulletin No.: 99-08-42-009
Date: November, 1999
INFORMATION
Subject: Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp
Control
Models: 2000 and Prior All Passenger Cars and Trucks With Automatic Headlamp Control and
Electronic PRNDL Display
Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL
will not be visible until the automatic headlamp control turns the headlamps off and the daytime
running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first started in an
environment where the headlamp control turns on the headlamps and then the vehicle is driven out
into a brighter environment (for example, when a vehicle is backed out of a dark garage into the
bright sunlight).
This condition is normal and any repair attempt will not be successful. Demonstrate this condition
to the customer using the service lane and then turn the instrument panel dimmer control to a
higher setting. This will enable the driver to see the PRNDL display
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Dimmer Switch >
Component Information > Technical Service Bulletins > Page 1182
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Locations
Fuel Gauge Sender: Locations
Mounted in the fuel tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions
Fuel Gauge Sender: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1188
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1189
Electrical Symbols (Part 2 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1190
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1191
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1192
Fuel Gauge Sender: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Component Information > Diagrams > Diagram Information and Instructions > Page 1201
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1202
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Component Information > Diagrams > Diagram Information and Instructions > Page 1203
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1204
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1205
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1206
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1207
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Component Information > Diagrams > Diagram Information and Instructions > Page 1208
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1209
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1210
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1211
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1212
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Diagram Information and Instructions > Page 1213
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 1214
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Page 1215
Fuel Gauge Sender: Description and Operation
The fuel level sensor consists of the following components: float, the wire float arm, and the
ceramic resistor card. The fuel level sensor is mounted on the modular fuel sender assembly and is
used as an input to the PCM. The PCM uses this information as a fuel level input for Various
diagnostics. In addition the PCM transmits the fuel level over the Class II communication circuit to
the IP cluster. This information is used for the IP fuel gauge, and low fuel warning indicator if
applicable.
Fuel Level Sensor
The Fuel Level Sensor(4) is mounted on the Modular Fuel Sender Assembly(s). The PCM uses the
fuel level input for various diagnosis including the EVAP System. In addition the PCM transmits the
fuel level over the Class II communication circuit to the IP Cluster. The low fuel level message may
not appear if other messages are being commanded, such as the rear deck lid, driver or passenger
doors ajar. Ensure that all doors and compartment lids are completely closed. For further
information regarding the Fuel Level Sensor refer to Fuel Metering Modes of Operation. See:
Powertrain Management/Fuel Delivery and Air Induction/Description and Operation/Fuel
Metering/Fuel Metering Modes
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Fuel Gauge Sender >
Component Information > Diagrams > Page 1216
Fuel Gauge Sender: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Engine, Cooling
and Exhaust/Engine/Cylinder Head Assembly/Fuel
Pressure Release/Service and Repair
2. Remove the modular fuel sender assembly. 3. Remove the fuel level sensor (5) from the
modular fuel sender.
INSTALLATION PROCEDURE
1. Reinstall the fuel level sensor (5) to modular fuel sender. 2. Reinstall the fuel sender assembly.
3. Tighten the fuel filler cap. 4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Parking Brake
Warning Switch > Component Information > Specifications
Parking Brake Warning Switch: Specifications
Park Brake Indicator Switch Mounting Screw
..................................................................................................................................................... 26
inch lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Instrument Panel > Parking Brake
Warning Switch > Component Information > Specifications > Page 1220
Parking Brake Warning Switch: Service and Repair
Removal Procedure
1. Remove the left side instrument panel insulator. Refer to Insulator Replacement - IP (Left) in
Instrument Panel, Gauges and Warning Indicators. 2. Remove the left carpet retainer and pull
carpet back. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer Replacement
(Monte
Carlo)
3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove
the parking brake indicator switch (1).
Installation Procedure
1. Install the parking brake indicator switch (1).
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the mounting screw.
^ Tighten the mounting screw to 3 Nm (26 inch lbs.).
3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the
left carpet retainer and carpet. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer
Replacement (Monte Carlo). 5. Install the left side instrument panel insulator. Refer to Insulator
Replacement - IP (Left) in Instrument Panel, Gauges and Warning Indicators.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Ambient Light
Sensor > Component Information > Diagrams > Diagram Information and Instructions
Ambient Light Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1226
Electrical Symbols (Part 1 Of 4)
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1227
Electrical Symbols (Part 2 Of 4)
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1228
Electrical Symbols (Part 3 Of 4)
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1229
Electrical Symbols (Part 4 Of 4)
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1230
Ambient Light Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1231
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1240
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1244
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1245
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1247
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1248
This service manual uses various symbols in order to describe different service operations.
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1249
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1250
Equivalents - Decimal And Metric (Part 1 Of 2)
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1251
Equivalents - Decimal And Metric (Part 2 Of 2)
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Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 1252
DRL Ambient Light Sensor
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Sensor > Component Information > Diagrams > Page 1253
Ambient Light Sensor: Service and Repair
REMOVAL PROCEDURE
1. Remove the defroster grille. 2. Remove the daytime running lamp ambient light sensor socket
from the defroster grille by twisting 1/4 turn counterclockwise.
3. Remove the daytime running lamp ambient light sensor from the daytime running lamp ambient
light connector.
INSTALLATION PROCEDURE
1. Install the daytime running lamp ambient light sensor to the daytime running lamp ambient light
sensor socket.
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Sensor > Component Information > Diagrams > Page 1254
2. Install the daytime running lamp ambient light sensor socket to the defroster grille twisting 1/4
turn clockwise. 3. Install the instrument panel upper trim pad.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch >
Component Information > Locations
Locations View
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Lighting and Horns > Brake Light Switch >
Component Information > Diagrams > Stop Lamp Switch, C1
Stop Lamp Switch, C1
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Component Information > Diagrams > Stop Lamp Switch, C1 > Page 1260
Stop Lamp Switch, C2
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Component Information > Diagrams > Page 1261
Brake Light Switch: Adjustments
Notice: Proper stoplamp switch adjustment is essential. Improper stoplamp switch adjustment may
cause brake drag, heat buildup and excessive brake lining wear.
Important: Adjust the stoplamp switch and the cruise control switch (If equipped). at the same time.
The adjustment procedure for both switches is identical. Refer to Cruise Release Switch
Adjustment in order to adjust the cruise control release switch.
With the brake pedal in the fully released position, ensure that the stoplamp plunger is fully
depressed against the brake pedal shanks. 1. Insert the stoplamp switch and the cruise control
switch (if equipped) into the brake pedal bracket. 2. Push the brake pedal forward in order to set
the brake push rod into the booster. 3. Pull the brake pedal to the rear, against the internal stop.
This adjusts both the stoplamp switch and the cruise control switch.
4. Inspect the stoplamp switch for proper adjustment.
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Component Information > Diagrams > Page 1262
Brake Light Switch: Service and Repair
Removal Procedure
1. Remove the driver's side instrument panel insulator. Refer to Insulator Replacement - IP (Left) or
Insulator Replacement - IP (Right) in Instrument
Panel, Gauges and Warning Indicators.
2. Disconnect the electrical connectors. 3. Remove the stoplamp switch (2) from the brake pedal
bracket.
Installation Procedure
1. Install the stoplamp switch (2) to the brake pedal bracket. 2. Connect the electrical connectors.
3. Adjust the stoplamp switch. Refer to Stoplamp Switch Adjustment. 4. Install the driver's side
instrument panel insulator. Refer to Insulator Replacement - IP (Left) or Insulator Replacement - IP
(Right) in Instrument
Panel, Gauges and Warning Indicators.
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Switch > Component Information > Locations > Component Locations
Fog/Driving Lamp Switch: Component Locations
Locations View
In the LH side of instrument panel, next to the headlamp switch.
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Switch > Component Information > Locations > Component Locations > Page 1267
Locations View
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Fog/Driving Lamp Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1270
Electrical Symbols (Part 1 Of 4)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1271
Electrical Symbols (Part 2 Of 4)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1272
Electrical Symbols (Part 3 Of 4)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1273
Electrical Symbols (Part 4 Of 4)
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Fog/Driving Lamp Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1276
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1277
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1278
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1279
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1280
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1281
Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1282
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1284
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1285
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1286
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1288
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1289
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1292
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1294
Equivalents - Decimal And Metric (Part 1 Of 2)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1295
Equivalents - Decimal And Metric (Part 2 Of 2)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1296
Fog Lamp Switch
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 1297
Fog Lights Schematics
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Fog/Driving Lamp Switch: Service and Repair
REMOVAL PROCEDURE
1. Remove the instrument panel cluster trim plate bezel. 2. Remove the screws from the headlamp
switch housing. 3. Remove the headlamp switch housing from the instrument panel. 4. Disconnect
the electrical connector from the headlamp switch. 5. Remove the headlamp switch from the
headlamp switch housing.
INSTALLATION PROCEDURE
1. Install the headlamp switch to the headlamp switch housing, pressing into place until fully
seated. 2. Connect the electrical connector to the headlamp switch. 3. Install the headlamp switch
housing to the instrument panel. 4. Install the headlamp switch housing screws.
Tighten Tighten the headlamp housing switch screws to 2 Nm (18 lb in).
5. Install the instrument panel cluster trim plate bezel.
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Switch > Component Information > Locations > Component Locations
Locations View
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Switch > Component Information > Locations > Component Locations > Page 1303
Locations View
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Switch > Component Information > Locations > Component Locations
Locations View
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Switch > Component Information > Locations > Component Locations > Page 1308
Hazard Warning Switch: Connector Locations
Locations View
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Locations View
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Switch > Component Information > Locations > Page 1310
Hazard Warning Switch: Service and Repair
REMOVAL PROCEDURE
1. Apply the parking brake. 2. Position the transaxle shift control indicator to 1, if equipped with
column shift. 3. Adjust the steering wheel for access. 4. Remove the ignition switch cylinder bezel.
5. Remove the RH and LH instrument panel (IP) fuse block access opening covers. (Impala Only)
6. Remove the LH instrument panel (IP) fuse block access opening cover. (Monte Carlo Only) 7.
Remove the steering column filler. 8. Open the instrument panel compartment door. (Monte Carlo
Only) 9. Remove the IP cluster trim plate screws.
10. Start at the left side of the IP cluster trim plate. Grasp the trim plate and carefully pull rearward.
Disengage the IP cluster trim plate in order to
easily access the hazard warning switch.
11. Disconnect the electrical connectors from the hazard warning switch. 12. Remove the hazard
warning switch from the IP cluster trim plate.
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Switch > Component Information > Locations > Page 1311
INSTALLATION PROCEDURE
1. Install the hazard warning switch to the IP cluster trim plate. 2. Connect the electrical connector
to the hazard warning switch.
3. Press the IP cluster trim plate into the IP trim pad, until all of the retainers are fully seated. 4.
Install the IP cluster trim plate screws.
Tighten Tighten the IP cluster trim plate screws to 2 N.m (18 lb in).
5. Install the LH instrument panel (IP) fuse block access opening cover. (Monte Carlo Only) 6.
Install the steering column filler. 7. Close the instrument panel compartment door. (Monte Carlo
Only)
8. Install the ignition switch cylinder bezel. 9. Reposition the steering wheel to the original position.
10. Position the transaxle shift control indicator to Park, if equipped with column shift.
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11. Release the parking brake.
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Switch > Component Information > Locations
Locations View
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Component Information > Locations > Component Locations
Headlamp Switch: Component Locations
Locations View
Headlamp Switch Location
LH side of the instrument panel, to the left of the steering column.
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Headlamp Switch: Connector Locations
Locations View
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Locations View
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Component Information > Diagrams > Diagram Information and Instructions
Headlamp Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Headlamp Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Headlamp Switch
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Headlamp Switch: Service and Repair
REMOVAL PROCEDURE
1. Remove the instrument panel cluster trim plate bezel. 2. Remove the screws from the headlamp
switch housing. 3. Remove the headlamp switch housing from the instrument panel. 4. Disconnect
the electrical connector from the headlamp switch. 5. Disconnect the electrical connector from the
foglamp switch. 6. Remove the foglamp switch from the headlamp switch housing, using a small
flat bladed tool.
INSTALLATION PROCEDURE
1. Install the foglamp switch to the headlamp switch housing, pressing into place until fully seated.
2. Connect the electrical connector to the headlamp switch. 3. Connect the electrical connector to
the foglamp switch. 4. Install the headlamp housing switch to the instrument panel. 5. Install the
screws to the headlamp housing switch.
Tighten Tighten the headlamp housing switch screws to 2 Nm (18 lb in).
6. Install the instrument panel cluster trim plate bezel.
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Component Information > Locations > Horn Switch Location
Horn Switch: Locations Horn Switch Location
Behind the steering wheel inflator module.
In the steering wheel inflator module.
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Horn Switch: Locations Horn Switch Spring Loaded Contact
Locations View
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Locations View
Behind the steering wheel inflator module.
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Component Information > Locations > Hazard Lamp/Turn Signal Lamp Flasher Switch
Locations View
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Turn Signal Switch: Locations Multifunction Lever
Locations View
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Locations View
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Locations View
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Locations View
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Locations View
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Turn Signal Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Turn Signal Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Turn Signal Switch: Service and Repair
Removal Procedure
1. Verify that the multifunction turn signal lever is in the center of the OFF position. 2. Disconnect
the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in
Starting and Charging 3. Disable the SIR system. Refer to Disabling the SIR System in Air Bags
and Seat Belts. 4. Remove the steering wheel. Refer to Steering Wheel Replacement. 5. Remove
the steering column trim covers. Refer to Steering Column Trim Cover Replacement - On Vehicle.
6. Remove the steering column wire harness (1) from the steering column wire harness retainer
(2). 7. Remove the two wire harness straps from the steering column wire harness (1). 8. Remove
the steering column bulkhead connector from the vehicle wire harness. 9. Disconnect the
connectors from the multifunction turn signal lever steering column bulkhead connector.
10. Remove the retaining bolts (1) from the multifunction turn signal lever (2). 11. Remove the
multifunction turn signal lever (2) from the steering column.
Installation Procedure
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1. Install the multifunction turn signal lever (2). Use a small flat-blade in order to compress the
electrical contact and move the multifunction turn
signal lever into position.
2. Verify that the electrical contact rests on the canceling cam.
Notice: Refer to Fastener Notice in Service Precautions
3. Install the retaining bolts to the multifunction turn signal lever.
Tighten the retaining bolts to 7 Nm (62 inch lbs.).
4. Connect the gray and black connectors to the multifunction turn signal lever steering column
bulkhead connector. 5. Connect the steering column bulkhead connector to the vehicle wire
harness. 6. Install the two wire harness straps to the steering column wire harness (1). 7. Install the
steering column wire harness (1) to the steering column wire harness retainer (2). 8. Install the
steering column trim cover. Refer to Steering Column Trim Cover Replacement - On Vehicle. 9.
Verify that the lever is in the center or the OFF position.
10. Install the steering wheel to the steering column. Refer to Steering Wheel Replacement 11.
Enable the SIR system. Refer to Enabling the SIR System in Air Bags and Seat Belts 12. Connect
the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in
Starting and Charging
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Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component
Information > Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
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Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Information > Diagrams > Diagram Information and Instructions > Page 1405
Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Information > Diagrams > Diagram Information and Instructions > Page 1423
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Mass Air Flow (MAF) Sensor
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Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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Schematic
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Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Powertrain Management/Computers and Control
Systems/Description and Operation/Information Sensors/Switches
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Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
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Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
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Component Locations
Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
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Camshaft Position Sensor: Connector Locations
Locations View
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Left Front Of Engine
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Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1463
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Information and Instructions > Page 1466
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1468
Equivalents - Decimal And Metric (Part 1 Of 2)
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Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1469
Equivalents - Decimal And Metric (Part 2 Of 2)
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Information and Instructions > Page 1470
Camshaft Position Sensor
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Switches - Computers and Control Systems > Camshaft Position Sensor > Component Information > Description and
Operation > Camshaft Position (CMP) Sensor and Cam Signal
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
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Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Specifications
Coolant Temperature Sensor/Switch (For Computer): Specifications
Engine Coolant Temperature (ECT) Sensor 23 Nm
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Switches - Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Specifications > Page 1478
Coolant Temperature Sensor/Switch (For Computer): Locations
LH side, top of the engine.
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Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Engine Coolant Temperature (ECT) Sensor
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Schematic
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Coolant Temperature Sensor/Switch (For Computer): Description and Operation
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130° C/266° F).
The PCM supplies a 5.0 volt signal to the engine coolant temperature sensor through a resistor in
the PCM and measures the voltage. The voltage will be high when the engine is cold, and low
when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant
temperature. Engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the
temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the
engine has not been run for several hours (overnight), the engine coolant temperature and intake
air temperature displays should be close to each other.
A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, an intermittent fault should set a DTC P1114 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent Low Voltage, or DTC P1115 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent High Voltage. The DTC Diagnostic Aids also
contains a chart to test for sensor resistance values relative to temperature.
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The ECT sensor (3) also contains another circuit which is used to operate the engine coolant
temperature gauge located in the instrument panel.
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Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Relieve coolant pressure. 3. Disconnect the ECT sensor electrical
connector. 4. Using a deep well socket and extension, remove the sensor.
INSTALLATION PROCEDURE
1. Coat the engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the sensor in the engine.
Tighten Tighten the sensor to 23 N.m (17 lb ft).
3. Connect the ECT sensor electrical connector. 4. Start the engine. 5. Inspect for leaks. 6. Inspect
the coolant level.
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Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
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Crankshaft Position Sensor: Component Locations
Locations View
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Locations View
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Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
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Left Front Of Engine
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Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Information and Instructions > Page 1540
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1541
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 1542
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Information and Instructions > Page 1543
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1544
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 1545
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1546
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 1547
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1548
Crankshaft Position Sensor (24X)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and
Operation > 7X Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Operation > 7X Crankshaft Position (CKP) Sensor > Page 1551
Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair >
CKP System Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
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CKP System Variation Learn Procedure > Page 1554
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
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CKP System Variation Learn Procedure > Page 1555
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > EGR Valve Position Sensor > Component Information > Description and
Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Locations
Fuel Level Sensor: Locations
Mounted in the fuel tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Fuel Level Sensor: Description and Operation
The fuel level sensor consists of the following components: float, the wire float arm, and the
ceramic resistor card. The fuel level sensor is mounted on the modular fuel sender assembly and is
used as an input to the PCM. The PCM uses this information as a fuel level input for Various
diagnostics. In addition the PCM transmits the fuel level over the Class II communication circuit to
the IP cluster. This information is used for the IP fuel gauge, and low fuel warning indicator if
applicable.
Fuel Level Sensor
The Fuel Level Sensor(4) is mounted on the Modular Fuel Sender Assembly(s). The PCM uses the
fuel level input for various diagnosis including the EVAP System. In addition the PCM transmits the
fuel level over the Class II communication circuit to the IP Cluster. The low fuel level message may
not appear if other messages are being commanded, such as the rear deck lid, driver or passenger
doors ajar. Ensure that all doors and compartment lids are completely closed. For further
information regarding the Fuel Level Sensor refer to Fuel Metering Modes of Operation. See:
Powertrain Management/Fuel Delivery and Air Induction/Description and Operation/Fuel
Metering/Fuel Metering Modes
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Fuel Level Sensor: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Engine, Cooling
and Exhaust/Engine/Cylinder Head Assembly/Fuel
Pressure Release/Service and Repair
2. Remove the modular fuel sender assembly. 3. Remove the fuel level sensor (5) from the
modular fuel sender.
INSTALLATION PROCEDURE
1. Reinstall the fuel level sensor (5) to modular fuel sender. 2. Reinstall the fuel sender assembly.
3. Tighten the fuel filler cap. 4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams
Fuel Tank Pressure (FTP) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Description and
Operation > Fuel Tank Pressure Sensor - 1
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 1
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure (or
vacuum) in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 4.5 inches H20 (1.25 kPa), the sensor output voltage should
measure 0.5 ± 0.2 volts (1.25 kPa).
The sensor voltage increases to approximately 4.5 volts at 14 inches of H2O (-3.75 kpa).
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Operation > Fuel Tank Pressure Sensor - 1 > Page 1569
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 2
Fuel Tank Pressure Sensor
The Fuel Tank Pressure Sensor(6) is mounted on top the Modular Fuel Sender Assembly(S). The
PCM uses the fuel tank pressure input for the EVAP System. The PCM supplies a 5 volt reference
to the sensor and a sensor return (ground). The PCM monitors the signal circuit from the sensor
with a voltage range from 0.1 volts to 4.9 volts. When the pressure inside the fuel tank is totally
vented the pressure is equal to atmospheric pressure or approximately 1.3-1.7 volts. When the
tank is pressurized the voltage can reach more than 4.5 volts. For further information regarding the
Fuel Tank Pressure Sensor refer to Fuel Metering Modes of Operation, and EVAP Control System
Operation Description.
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Operation > Fuel Tank Pressure Sensor - 1 > Page 1570
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 3
Fuel Tank Pressure Sensor
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure, or
vacuum, in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 1.25 kPa (4.5 inches Hg), the sensor output voltage should
measure 1.25 kPa (approx 0.5 volts).
The sensor voltage increases to approximately 4.5 volts at -3.75 kPa (14 inches of Hg).
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Operation > Page 1571
Fuel Tank Pressure Sensor: Service and Repair
REMOVAL PROCEDURE
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Remove the spare tire cover, the jack, and the spare
tire. 3. Remove the trunk liner. 4. Remove the 7 nuts retaining the fuel sender access panel. 5.
Remove the fuel sender access panel.
6. Disconnect the electrical connector from the fuel tank vapor pressure sensor. 7. Remove the fuel
tank vapor pressure sensor (7) from modular fuel sender assembly.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Operation > Page 1572
1. Reinstall the new fuel tank vapor pressure sensor (7) to modular fuel sender. 2. Connect the
electrical connector to fuel tank vapor pressure sensor
3. Reinstall the fuel sender access panel. 4. Reinstall the 7 nuts retaining the fuel sender access
panel.
Tighten Tighten the fuel sender access panel nuts to 10 N.m (88 lb in)
5. Reinstall the trunk liner. 6. Reinstall the spare tire, the jack, and the spare tire cover. 7.
Reconnect the negative battery cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] >
Component Information > Locations
Intake Air Temperature (IAT) Sensor: Locations
Intake Air Temperature (IAT) Sensor is in the air induction tube.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] >
Component Information > Diagrams > Diagram Information and Instructions
Intake Air Temperature (IAT) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Component Information > Diagrams > Diagram Information and Instructions > Page 1578
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
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Component Information > Diagrams > Diagram Information and Instructions > Page 1579
Electrical Symbols (Part 2 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
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Component Information > Diagrams > Diagram Information and Instructions > Page 1580
Electrical Symbols (Part 3 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
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Component Information > Diagrams > Diagram Information and Instructions > Page 1581
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
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Component Information > Diagrams > Diagram Information and Instructions > Page 1582
Intake Air Temperature (IAT) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Component Information > Diagrams > Diagram Information and Instructions > Page 1586
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Intake Air Temperature Sensor
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Schematic
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Intake Air Temperature (IAT) Sensor: Description and Operation
The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the
temperature of air entering the engine. Low temperature produces a high resistance (100,000
ohms at -40°C/-40°F), while high temperature causes low resistance (70 ohms at 130°C/266°F).
The PCM supplies a 5.0 volt signal to the sensor through a resistor in the PCM and measures the
voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By
measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is
used to adjust spark timing according to incoming air density.
The scan tool displays temperature of the air entering the engine, which should read close to
ambient air temperature when the engine is cold, and rise as the underhood temperature
increases.
If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine
coolant temperature should read close to each other.
A failure in the IAT sensor circuit should set DTC P0112 Intake Air Temperature (IAT) Sensor
Circuit Low Voltage or DTC P0113 Intake Air Temperature (IAT) Sensor Circuit High Voltage.
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Intake Air Temperature (IAT) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Carefully grasp the
sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct.
INSTALLATION PROCEDURE
1. Install the IAT sensor (snap into place). 2. Connect the IAT sensor electrical connector.
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Knock Sensor: Specifications
knock Sensor 19 Nm
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Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
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Knock Sensor: Connector Locations
Left Front Of Engine
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> Page 1614
Locations View
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Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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and Instructions > Page 1639
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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and Instructions > Page 1641
Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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and Instructions > Page 1643
Knock Sensor (KS) 1
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and Instructions > Page 1644
Schematic
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General Information
Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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1649
Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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1650
Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
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Switches - Computers and Control Systems > Manifold Absolute Pressure (MAP) Sensor <--> [Manifold Pressure/Vacuum
Sensor] > Component Information > Specifications
Manifold Absolute Pressure (MAP) Sensor: Specifications
Manifold Absolute Pressure (MAP) Sensor Retaining Bolt 3 Nm
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Switches - Computers and Control Systems > Manifold Absolute Pressure (MAP) Sensor <--> [Manifold Pressure/Vacuum
Sensor] > Component Information > Specifications > Page 1654
Manifold Absolute Pressure (MAP) Sensor: Locations
Locations View
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Left Front Of Engine
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions
Manifold Absolute Pressure (MAP) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Manifold Absolute Pressure (MAP) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1666
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1667
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 1668
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Manifold Air Pressure (MAP) Sensor
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Schematic
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Manifold Absolute Pressure (MAP) Sensor: Description and Operation
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure
(vacuum). The MAP sensor signal voltage to the PCM varies from below 2.0 volts at idle (high
vacuum) to above 4.0 volts with the key ON, and the engine OFF, or at wide open throttle (low
vacuum).
The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test
diagnostic is being run, Refer to DTC P0401 Exhaust Gas Recirculation (EGR) Flow Insufficient, to
determine engine vacuum level for other diagnostics and to determine Barometric Pressure
(BARO).
If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107
Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage will be set. A signal voltage higher
than the possible range of the sensor will set DTC P0108 Manifold Absolute Pressure (MAP)
Sensor Circuit High Voltage. An intermittent low or high voltage will set DTC P1107 Manifold
Absolute Pressure (MAP) Sensor Circuit Intermittent Low Voltage or DTC P1106 Manifold Absolute
Pressure (MAP) Sensor Circuit Intermittent High Voltage respectively. The PCM can also detect a
shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on
throttle position and various engine load factors
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Manifold Absolute Pressure (MAP) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Disconnect the MAP sensor from the bracket. 2. Disconnect the MAP inlet vacuum hose. 3.
Disconnect the MAP sensor electrical connector.
INSTALLATION PROCEDURE
1. Connect the MAP sensor electrical connector. 2. Connect the inlet vacuum hose. 3. Position the
MAP sensor to bracket and tighten fasteners.
Tighten Tighten the MAP sensor fasteners to 3 N.m (27 lb in).
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Oil Level Sensor For ECM: Locations
Front center of the engine oil pan.
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1691
Engine Oil Level Sensor
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Switches - Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations
Oil Pressure Sensor: Locations
Left Front Of Engine
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Locations View
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Specifications
Oxygen Sensor: Specifications
Heated Oxygen Sensors 41 Nm
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Locations
Oxygen Sensor: Component Locations
Locations View
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Locations View
Heated Oxygen Sensor 1 (HO2S1)
Rear of the engine, in the exhaust manifold.
Heated Oxygen Sensor 2 (HO2A2)
In the exhaust system, behind the catalytic converter.
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Oxygen Sensor: Connector Locations
Locations View
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Locations > Page 1703
Locations View
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Oxygen Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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and Instructions > Page 1708
Electrical Symbols (Part 3 Of 4)
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and Instructions > Page 1709
Electrical Symbols (Part 4 Of 4)
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Oxygen Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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and Instructions > Page 1724
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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and Instructions > Page 1725
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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and Instructions > Page 1726
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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and Instructions > Page 1728
This service manual uses various symbols in order to describe different service operations.
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and Instructions > Page 1729
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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and Instructions > Page 1730
Equivalents - Decimal And Metric (Part 1 Of 2)
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and Instructions > Page 1731
Equivalents - Decimal And Metric (Part 2 Of 2)
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and Instructions > Page 1732
Oxygen Sensor: Connector Views
Heated Oxygen Sensor (HO2S2) 1
Heated Oxygen Sensor (HO2S2) 2
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and Instructions > Page 1733
Oxygen Sensor: Electrical Diagrams
Schematic
Schematic
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Control Heated Oxygen Sensor (HO2S 1)
Oxygen Sensor: Description and Operation Fuel Control Heated Oxygen Sensor (HO2S 1)
Fuel Controlled Heated Oxygen Sensor (H02S 1)
The fuel control Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can
monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas
reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from
approximately 100 mV (high oxygen content lean mixture) to 900 mV (low oxygen content rich
mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the
voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the
injectors (lean mixture low HO2S voltage = rich command, rich mixture high HO2S voltage = lean
command).
The HO2S 1 circuit, if open, should set a DTC P0134 HO2S Circuit Insufficient Activity Sensor 1
and the scan tool will display a constant voltage between 400-500 mV. A constant voltage below
300 mV in the sensor circuit (circuit grounded) should set DTC P0131 HO2S Circuit Low Voltage
Sensor 1, while a constant voltage above 800 mV in the circuit should set DTC P0132 HO2S
Circuit High Voltage Sensor 1. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set.
The PCM can also detect HO2S response problems. If the response time of an HO2S is
determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance.
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Control Heated Oxygen Sensor (HO2S 1) > Page 1736
Oxygen Sensor: Description and Operation Catalyst Monitor Heated Oxygen Sensor (HO2S 2)
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and oxides of nitrogen (NOx),
a three-way catalytic converter is used. The catalyst within the converter promotes a chemical
reaction which oxidizes the HG and CO present in the exhaust gas, converting them into harmless
water vapor and carbon dioxide. The catalyst also reduces NOx, converting it to nitrogen. The PCM
has the ability to monitor this process using the HO2S 1 and the HO2S 2. The HO2S 1 produces
an output signal which indicates the amount of oxygen present in the exhaust gas entering the
three-way catalytic converter. The HO2S 2 produces an output signal which indicates the oxygen
storage capacity of the catalyst, this in turn indicates the catalysts ability to convert exhaust gases
efficiently. If the catalyst is operating efficiently, the HO2S 1 signal will be far more active than that
produced by the HO2S 2.
The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2
main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output
indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of
time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for
catalyst monitoring.
A problem with the HO2S 2 signal circuit should set DTC P0137 HO2S Circuit Low Voltage Sensor
2, DTC P0138 HO2S Circuit High Voltage Sensor 2, or DTC P0140 HO2S Circuit Insufficient
Activity Sensor 2, depending on the specific condition. A fault in the heated oxygen sensor heater
element or its ignition feed or ground will result in slower oxygen sensor response. This may cause
erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause
DTC P0141 HO2S Heater Performance Sensor 2 to set.
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Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Service and Repair > Heated
Oxygen Sensor (HO2S) Replacement (HO2S1)
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S1)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S1)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Disconnect the electrical connector.
IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
3. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S1)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N
5613695, or equivalent if necessary. 2. Install the heated oxygen sensor.
Tighten Tighten the HO2S 1 (Pre-catalytic converter) to 41 N.m (30 lb ft).
3. Connect the HO2S1 sensor electrical connector.
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Oxygen Sensor (HO2S) Replacement (HO2S1) > Page 1739
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S2)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S2)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle Lifting. 3.
Disconnect the sensor electrical connector.
IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
4. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S2)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound PIN
5613695, or equivalent if necessary.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Using J 39194-B heated oxygen sensor socket install the heated oxygen sensor.
Tighten Tighten the HO2S2 to 41 N.m (30 lb ft).
3. Connect the HO2S2 sensor electrical connector. 4. Lower the vehicle.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications
Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
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1743
Throttle Position Sensor: Locations
Locations View
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1744
Left Front Of Engine
Top of the engine, on the throttle body assembly.
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Information and Instructions
Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Information and Instructions > Page 1747
Electrical Symbols (Part 1 Of 4)
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Information and Instructions > Page 1748
Electrical Symbols (Part 2 Of 4)
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Information and Instructions > Page 1749
Electrical Symbols (Part 3 Of 4)
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Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1750
Electrical Symbols (Part 4 Of 4)
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Information and Instructions > Page 1751
Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Information and Instructions > Page 1771
Equivalents - Decimal And Metric (Part 1 Of 2)
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Information and Instructions > Page 1772
Equivalents - Decimal And Metric (Part 2 Of 2)
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Information and Instructions > Page 1773
Throttle Position Sensor
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Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
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The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Powertrain
Management/Computers and Control Systems/Description and Operation/Information
Sensors/Switches
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Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
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Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
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Locations > Page 1782
Park Neutral Position (PNP) Switch C1
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Vehicle Speed Sensor: Specifications
Speed Sensor to Case 106 in.lb
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1786
Vehicle Speed Sensor: Locations
Locations View
RR of the engine, on the automatic transaxle.
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Vehicle Speed Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Information and Instructions > Page 1792
Electrical Symbols (Part 4 Of 4)
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Vehicle Speed Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1811
This service manual uses various symbols in order to describe different service operations.
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Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1812
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1813
Equivalents - Decimal And Metric (Part 1 Of 2)
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Switches - Computers and Control Systems > Vehicle Speed Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 1814
Equivalents - Decimal And Metric (Part 2 Of 2)
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Information and Instructions > Page 1815
Vehicle Speed Sensor
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Vehicle Speed Sensor: Service and Repair
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 3.
Remove the vehicle speed sensor wiring harness connector.
4. Remove the vehicle speed sensor bolt (9). 5. Remove the vehicle speed sensor (10) from the
extension case.
6. Remove the O-ring (11) from the vehicle speed sensor(10).
Installation Procedure
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1. Install the O-ring (111) to the vehicle speed sensor (10). 2. Install the vehicle speed sensor (10)
to the extension case.
Notice: Refer to Fastener Notice in Service Precautions
3. Install the vehicle speed sensor bolt (9).
- Tighten the vehicle speed sensor bolt (9) to 12 Nm (106 inch lbs.).
4. Install the vehicle speed sensor wiring harness connector. 5. Install the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 6.
Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Emission Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component
Information > Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
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Information > Diagrams > Diagram Information and Instructions
Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Information > Diagrams > Diagram Information and Instructions > Page 1829
Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Switches - Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component
Information > Diagrams > Diagram Information and Instructions > Page 1831
Electrical Symbols (Part 4 Of 4)
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Information > Diagrams > Diagram Information and Instructions > Page 1832
Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Information > Diagrams > Diagram Information and Instructions > Page 1834
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Information > Diagrams > Diagram Information and Instructions > Page 1835
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Information > Diagrams > Diagram Information and Instructions > Page 1836
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Information > Diagrams > Diagram Information and Instructions > Page 1837
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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Information > Diagrams > Diagram Information and Instructions > Page 1838
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Information > Diagrams > Diagram Information and Instructions > Page 1852
Equivalents - Decimal And Metric (Part 1 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 1853
Equivalents - Decimal And Metric (Part 2 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 1854
Mass Air Flow (MAF) Sensor
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Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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Information > Diagrams > Diagram Information and Instructions > Page 1856
Schematic
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Information > Diagrams > Page 1857
Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Powertrain Management/Computers and Control
Systems/Description and Operation/Information Sensors/Switches
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Information > Diagrams > Page 1858
Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations >
Component Locations
Oil Pressure Switch (For Fuel Pump): Component Locations
Engine Oil Pressure Indicator Switch (LA1)
Front of the engine, above the starter.
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Engine Oil Pressure Indicator Switch (L36)
Near generator.
RPO L36: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
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Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations >
Component Locations > Page 1863
Left Front Of Engine
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Component Locations > Page 1864
Left Front Of Engine
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Page 1865
Oil Pressure Switch (For Fuel Pump): Description and Operation
Engine Oil Pressure Switch
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure
is OK. If the PCM determines that a low oil pressure condition exists, the PCM will communicate
the information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or
initiate a message.
The low oil pressure message may not appear if other messages are being commanded, such as
the rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Fuel Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications
Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
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1869
Throttle Position Sensor: Locations
Locations View
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1870
Left Front Of Engine
Top of the engine, on the throttle body assembly.
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Information and Instructions
Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Information and Instructions > Page 1874
Electrical Symbols (Part 2 Of 4)
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Information and Instructions > Page 1875
Electrical Symbols (Part 3 Of 4)
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Information and Instructions > Page 1876
Electrical Symbols (Part 4 Of 4)
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Information and Instructions > Page 1877
Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Information and Instructions > Page 1899
Throttle Position Sensor
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Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
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The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Powertrain
Management/Computers and Control Systems/Description and Operation/Information
Sensors/Switches
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Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
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Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
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Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
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Page 1911
Camshaft Position Sensor: Connector Locations
Locations View
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Page 1912
Left Front Of Engine
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Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Instructions > Page 1938
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Instructions > Page 1939
Equivalents - Decimal And Metric (Part 1 Of 2)
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Instructions > Page 1940
Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 1941
Camshaft Position Sensor
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Position (CMP) Sensor and Cam Signal
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
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Position (CMP) Sensor and Cam Signal > Page 1944
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
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Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
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Crankshaft Position Sensor: Component Locations
Locations View
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Page 1951
Locations View
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Page 1952
Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
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Page 1953
Left Front Of Engine
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Instructions
Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 1978
This service manual uses various symbols in order to describe different service operations.
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Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 1979
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 1980
Equivalents - Decimal And Metric (Part 1 Of 2)
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Instructions > Page 1981
Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 1982
Crankshaft Position Sensor (24X)
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
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Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
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Crankshaft Position (CKP) Sensor > Page 1985
Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
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Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
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Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > CKP System
Variation Learn Procedure > Page 1988
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
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Switches - Ignition System > Crankshaft Position Sensor > Component Information > Service and Repair > CKP System
Variation Learn Procedure > Page 1989
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Service and Repair
> Ignition Switch Lock Cylinder - Dash Mounted
Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder - Dash Mounted
IGNITION SWITCH LOCK CYLINDER REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: Perform the body control module (BCM) theft deterrent relearn procedure whenever
you replace the ignition switch lock cylinder. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
1. Disconnect the negative battery cable. 2. Remove the instrument panel (I/P) cluster trim plate.
3. Insert the key and turn the ignition lock cylinder to the ON/RUN position. 4. Using a small curved
tool or an L-shaped hex wrench, depress and hold the detent on the ignition lock cylinder. Access
the detent by placing the
tool through the I/P opening to the right of the ignition switch. If you cannot locate the detent with
the tool, lower the ignition switch away from the I/P. Refer to Ignition Switch Replacement.
5. Using the key as an aid, pull to remove the lock cylinder from the switch. 6. Remove the key
from the lock cylinder. 7. If the cylinder does not rotate or is seized, follow the procedure in the
ignition switch replacement. Refer to Ignition Switch Replacement.
INSTALLATION PROCEDURE
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> Ignition Switch Lock Cylinder - Dash Mounted > Page 1995
1. Code the ignition lock cylinder, if necessary. Refer to Key and Lock Cylinder Coding. 2. Insert
the key and turn the lock cylinder to the ON/RUN position. 3. Position the lock cylinder to the
ignition switch. Press the cylinder into place. If you turned the key slightly while removing the lock
cylinder, you
may have to align the white colored ignition switch rotor (1) with the lock cylinder (2). You can
rotate the ignition switch rotor (1) with your finger.
4. Turn the key to the OFF position and remove the key. 5. Install the I/P cluster trim plate. 6.
Connect the negative battery cable. 7. If you installed a new lock cylinder, perform the BCM theft
deterrent relearn procedure. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
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> Ignition Switch Lock Cylinder - Dash Mounted > Page 1996
Ignition Switch Lock Cylinder: Service and Repair Programming/Learn Procedures
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn Passlock Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/Passlock Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the Passlock Sensor
Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, Passlock
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the Passlock Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the Passlock Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the Passlock Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
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Switches - Ignition System > Knock Sensor > Component Information > Specifications
Knock Sensor: Specifications
knock Sensor 19 Nm
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Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations
Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
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Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations > Page 2002
Knock Sensor: Connector Locations
Left Front Of Engine
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Switches - Ignition System > Knock Sensor > Component Information > Locations > Component Locations > Page 2003
Locations View
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Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Page 2008
Electrical Symbols (Part 3 Of 4)
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Page 2009
Electrical Symbols (Part 4 Of 4)
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Page 2010
Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Page 2011
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Page 2012
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Page 2022
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Page 2026
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Page 2028
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Page 2029
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Page 2030
Equivalents - Decimal And Metric (Part 1 Of 2)
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Page 2031
Equivalents - Decimal And Metric (Part 2 Of 2)
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Page 2032
Knock Sensor (KS) 1
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Page 2033
Schematic
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Powertrain Management > Sensors and
Switches - Ignition System > Knock Sensor > Component Information > Description and Operation > General Information
Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Page 2036
Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Impact Sensor >
Component Information > Specifications
Impact Sensor: Specifications
Inflatable Restraint Side Impact Sensor (LH) (SIS) Fasteners 10 Nm
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Component Information > Specifications > Page 2044
Inflatable Restraint Side Impact Sensor (SIS) (AJ7)
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Impact Sensor: Service Precautions
CAUTION: Be careful when you handle a sensor. Do not strike or bit a sensor. Before applying
power to a sensor:
^ Remove any dirt, grease, etc. from the mounting surface.
^ Position the sensor horizontally on the mounting surface.
^ Point the arrow on the sensor toward the front of the vehicle.
^ Tighten all of the sensor fasteners and sensor bracket fasteners to the specified torque value.
Failure to follow the correct procedure could cause air bag deployment, personal injury, or
unnecessary SIR system repairs.
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Component Information > Specifications > Page 2046
Impact Sensor: Description and Operation
INFLATABLE RESTRAINT SIDE IMPACT SENSOR (SIS)
The inflatable restraint Side Impact Sensor (SIS) is crash-sensing device used in the detection of
side impact collisions. The SIS is located in the LH B pillar. The inflatable restraint side impact
sensor is used to perform the following functions:
^ Side Impact Crash Detection - The SIS monitors vehicle velocity changes to detect side impact
crashes that are severe enough to warrant deployment.
^ Side Air Bag System Status Communication - The SDM monitors the SIS through two interface
circuits. The SIS can communicate the status of the side impact air bag system to the SDM.
The SIS connects to the SIR wiring harness using a 2-way connector. The SIS receives power from
the SDM when the ignition is ON.
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Component Information > Service and Repair > Sensor Replacement Guidelines
Impact Sensor: Service and Repair Sensor Replacement Guidelines
Preliminary, Early Release Information
The Inflatable Restraint Side Impact Sensor (SIS) replacement policy requires replacing sensors in
the area of accident damage. The area of accident damage is defined as the portion of the vehicle
which is crushed, bent, or damaged due to a collision. In this case, a moderate collision where the
side of the vehicle, near the LH B pillar, is crushed, bent, or damaged due to a collision, requires
replacement of the sensor. The sensor must be replaced whether a driver side air bag has
deployed or if the sensor seems to be undamaged. Sensor damage which is not visible, such as a
slight bending of the mounting bracket or cuts in the wire insulation, can cause improper operation
of the sensor. Do not try to determine whether the sensor is undamaged, replace the sensor. Also,
if you follow a Diagnostic Trouble Code (DTC) table and a malfunctioning sensor is indicated,
replace the sensor.
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Impact Sensor: Service and Repair Inflatable Restraint Side Impact Sensor Replacement
INFLATABLE RESTRAINT SIDE IMPACT SENSOR REPLACEMENT
REMOVAL PROCEDURE
1. Disable the SIR system. Refer to Disabling the SIR System. 2. Remove the center pillar lower
trim. 3. Remove the Connector Position Assurance (CPA) from the inflatable restraint side impact
sensor yellow 2-way harness connector. 4. Disconnect the inflatable restraint side impact sensor
wiring harness connector.
5. Loosen the two inflatable restraint side impact sensor fasteners (2). 6. Remove the inflatable
restraint side impact sensor (1) from the center pillar (3).
INSTALLATION PROCEDURE
1. Install the inflatable restraint side impact sensor (1) to the center pillar (3). 2. Tighten the two
inflatable restraint side impact sensor (1) fasteners (2). 3. Connect the inflatable restraint side
impact sensor yellow 2-way harness connector.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Install the CPA to the inflatable restraint side impact sensor yellow 2-way connector.
Tighten Use only hand tools to tighten the fasteners to 10 N.m (89 lb in).
5. Install the center pillar lower trim. 6. Enable the SIR system. Refer to Enabling the SIR System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Seat Belt Buckle
Switch > Component Information > Diagrams
Seat Belt Switch
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Restraint Systems > Seat Occupant
Sensor > Component Information > Technical Service Bulletins > Restraints - Passenger Presence System Information
Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System
Information
INFORMATION
Bulletin No.: 06-08-50-009F
Date: December 23, 2010
Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With
Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices
Models:
2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing
System
Supercede: This bulletin is being revised to update the model years. Please discard Corporate
Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories).
Concerns About Safety and Alterations to the Front Passenger Seat
Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE
SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT
VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY
ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN
OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF
SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED.
The front passenger seat in many GM vehicles is equipped with a passenger sensing system that
will turn off the right front passenger's frontal airbag under certain conditions, such as when an
infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the
right front passenger's seat mounted side impact airbag. For the system to function properly,
sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger
sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers,
upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by
GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an
aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or
between the occupant and the seat fabric.
Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices
Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY
SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM
ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR
SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE
APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH
IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE
NECESSARY BY SUCH USE.
Many types of aftermarket accessories are available to customers, upfitting shops, and dealers.
Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat
heaters are installed under the seat fabric. Additionally, seat covers made of leather or other
materials may have different padding thickness installed that could prevent the Passenger Sensing
System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to
the seat cushion, as this may interfere with the operation of the Passenger Sensing System and
either prevent proper deployment of the passenger airbag or prevent proper suppression of the
passenger air bag.
Disclaimer
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch >
Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted
Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder - Dash Mounted
IGNITION SWITCH LOCK CYLINDER REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: Perform the body control module (BCM) theft deterrent relearn procedure whenever
you replace the ignition switch lock cylinder. See: Body and Frame/Body Control Systems/Body
Control Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
1. Disconnect the negative battery cable. 2. Remove the instrument panel (I/P) cluster trim plate.
3. Insert the key and turn the ignition lock cylinder to the ON/RUN position. 4. Using a small curved
tool or an L-shaped hex wrench, depress and hold the detent on the ignition lock cylinder. Access
the detent by placing the
tool through the I/P opening to the right of the ignition switch. If you cannot locate the detent with
the tool, lower the ignition switch away from the I/P. Refer to Ignition Switch Replacement.
5. Using the key as an aid, pull to remove the lock cylinder from the switch. 6. Remove the key
from the lock cylinder. 7. If the cylinder does not rotate or is seized, follow the procedure in the
ignition switch replacement. Refer to Ignition Switch Replacement.
INSTALLATION PROCEDURE
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Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted > Page 2063
1. Code the ignition lock cylinder, if necessary. Refer to Key and Lock Cylinder Coding. 2. Insert
the key and turn the lock cylinder to the ON/RUN position. 3. Position the lock cylinder to the
ignition switch. Press the cylinder into place. If you turned the key slightly while removing the lock
cylinder, you
may have to align the white colored ignition switch rotor (1) with the lock cylinder (2). You can
rotate the ignition switch rotor (1) with your finger.
4. Turn the key to the OFF position and remove the key. 5. Install the I/P cluster trim plate. 6.
Connect the negative battery cable. 7. If you installed a new lock cylinder, perform the BCM theft
deterrent relearn procedure. See: Body and Frame/Body Control Systems/Body
Control Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Starting and Charging > Ignition Switch >
Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted > Page 2064
Ignition Switch Lock Cylinder: Service and Repair Programming/Learn Procedures
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn Passlock Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/Passlock Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the Passlock Sensor
Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, Passlock
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the Passlock Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the Passlock Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the Passlock Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Steering and Suspension > Sensors and
Switches - Wheels and Tires > Tire Pressure Sensor > Component Information > Technical Service Bulletins > Tire Monitor
System - TPM Sensor Information
Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications
Fluid Pressure Sensor/Switch: Specifications
TFP Switch to Case 120 ft.lb
TFP Switch to Case Cover 106 in.lb
TFP Switch to Valve Body 70 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications > Page 2076
Fluid Pressure Sensor/Switch: Locations
Internal Electronic Component Locations
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure Man Vlv
Position Switch Connector, Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure Man Vlv
Position Switch Connector, Harness Side > Page 2079
Fluid Pressure Sensor/Switch: Diagrams 4T65-E Automatic Transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair > Fluid Pressure
Manual Valve Position Switch Replacement
Fluid Pressure Sensor/Switch: Service and Repair Fluid Pressure Manual Valve Position Switch
Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the control valve body bolts (375, 379 and 381) that mount
the fluid pressure manual valve position switch to the control valve body
(300).
4. Carefully remove the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position
switch is very delicate.
5. Inspect the fluid pressure manual valve position switch (395) for the following conditions:
- Damaged electrical connector terminals
- Damaged seals
- Damaged switch membranes
- Debris on the switch membranes
Installation Procedure
1. Carefully install the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position switch
is very delicate.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the control valve body bolts (375, 379, and 381) that mount the fluid pressure manual
valve position switch to the control valve body (300).
- Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.).
- Tighten the control valve body bolt (379) to 16 Nm (106 inch lbs.).
- Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.).
3. Connect the transaxle wiring harness. 4. Install the case side cover. Refer to Case Side Cover
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair > Fluid Pressure
Manual Valve Position Switch Replacement > Page 2082
Fluid Pressure Sensor/Switch: Service and Repair Pressure Control Solenoid Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the pressure control solenoid (322).
Installation Procedure
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 2086
Park Neutral Position (PNP) Switch C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams > Page 2090
Transmission Speed Sensor: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the input speed sensor clip (441) from the case cover. 4.
Remove the input speed sensor (440) from the case cover.
5. Inspect the input speed sensor (440) for the following conditions:
- Damaged or missing magnet
- Damaged housing
- Bent or missing electrical terminals
- Damaged speed sensor clip (441)
Installation Procedure
1. Install the input speed sensor (440) into the case cover. 2. Install the input speed sensor clip
(441) into the case cover. 3. Connect the transaxle wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams > Page 2091
4. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Automatic
Transaxle Fluid Temperature (TFT) Sensor
Transmission Temperature Sensor/Switch: Locations Automatic Transaxle Fluid Temperature
(TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Automatic
Transaxle Fluid Temperature (TFT) Sensor > Page 2096
Transmission Temperature Sensor/Switch: Locations Transaxle Fluid Temperature (TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Page 2097
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Transmission and Drivetrain > Sensors
and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Page 2098
Transmission Temperature Sensor/Switch: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement 2. Disconnect the wiring
harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor
(391).
Installation Procedure
1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with
fluid temperature sensor (391). 3. Install the case side cover. Refer to Case Side Cover
Replacement
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Lockout Switch > Component Information > Locations > Component Locations
Power Window Lockout Switch: Component Locations
In the LF door, part of the master window switch.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Lockout Switch > Component Information > Locations > Component Locations > Page 2104
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations
Power Window Switch: Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2109
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2110
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2111
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2112
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2113
Power Window Switch: Connector Locations
Locations View
Window Switch Connector
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2114
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2115
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2116
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Locations > Component Locations > Page 2117
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Diagrams > Diagram Information and Instructions
Power Window Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2120
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2121
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2122
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2123
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2124
Power Window Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2125
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2126
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2127
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2138
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2139
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2142
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2144
Equivalents - Decimal And Metric (Part 1 Of 2)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2145
Equivalents - Decimal And Metric (Part 2 Of 2)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2146
Power Window Switch: Connector Views
Window Switch, LF, C1 (4 Door)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2147
Window Switch, LF, C2 (2 Door)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2148
Window Switch, LF, C2 (4 Door)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Windows and Glass > Power Window
Switch > Component Information > Service and Repair > Front Side Door Window Switch Replacement
Power Window Switch: Service and Repair Front Side Door Window Switch Replacement
Front Side Door Window Switch Replacement (Impala)
Removal Procedure
1. Remove the front door pull cup screws (1) and pull cup from the front door trim panel. Armrest
Pull Cup Replacement (Impala) (See: Body and
Frame/Interior Moulding / Trim/Arm Rest/Service and Repair/Removal and Replacement/Armrest
Pull Cup Replacement).
2. Disconnect the electrical connectors from the front door power window control switch. 3.
Remove the front door window control switch using a small, flat-bladed tool at the side of the
switch.
Installation Procedure
1. Install the front door power window control switch to the front door pull cup pressing into place
until fully seated. 2. Connect the electrical connector to the power window control switch.
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3. Install the front door pull cup and screws (1) to the front door trim panel. Armrest Pull Cup
Replacement (Impala) (See: Body and Frame/Interior
Moulding / Trim/Arm Rest/Service and Repair/Removal and Replacement/Armrest Pull Cup
Replacement).
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Power Window Switch: Service and Repair Power Window Switch Replacement
REMOVAL PROCEDURE
1. Remove the front door pull cup from the front door trim panel. Armrest Pull Cup Replacement
(Impala). 2. Disconnect the electrical connectors from the front door power window control switch.
3. Remove the front door window control switch from the front door pull cup using a small
flat-bladed tool at the side of the power window control
switch in order to release the front door power window control switch retainer.
INSTALLATION PROCEDURE
1. Install the front door power window control switch to the front door pull cup pressing into place
until fully seated. 2. Connect the electrical connectors to the front door power window control
switch. 3. Install the front door pull cup to the front door trim panel. Armrest Pull Cup Replacement
(Impala).
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Power Window Switch: Service and Repair Rear Door Power Window Switch Replacement
REMOVAL PROCEDURE
1. Remove the rear door pull cup from the rear door trim panel. 2. Disconnect the electrical
connectors from the power window control switch. 3. Remove the rear door window control switch
from the front door pull cup using a small flat-bladed tool at the side of the power window control
switch in order to release the power window control switch retainer.
4. Remove the power window control switch from the rear door pull cup.
INSTALLATION PROCEDURE
1. Install the rear door power window control switch to the rear door pull cup pressing into place
until fully seated. 2. Connect the electrical connectors to the rear door power window control
switch. 3. Install the rear door pull cup to the rear door trim panel.
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Washer
Fluid Level Switch > Component Information > Locations
Locations View
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Chevrolet Workshop Manuals > Sensors and Switches > Sensors and Switches - Wiper and Washer Systems > Windshield
Washer Switch > Component Information > Locations > Turn Signal Switch, Headlamp Dimmer Switch, Wiper/Washer
Switch
Locations View
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Washer Switch > Component Information > Locations > Turn Signal Switch, Headlamp Dimmer Switch, Wiper/Washer
Switch > Page 2162
Locations View
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Washer Switch > Component Information > Locations > Turn Signal Switch, Headlamp Dimmer Switch, Wiper/Washer
Switch > Page 2163
Windshield Washer Switch: Locations Windshield Wiper/Washer Switch
On the multifunction switch.
On the RH side of the steering column.
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Washer Switch > Component Information > Locations > Turn Signal Switch, Headlamp Dimmer Switch, Wiper/Washer
Switch > Page 2164
Windshield Washer Switch: Locations Windshield Washer Solvent Level Switch
LF of the inner fender well, In the washer reservoir.
RF of the inner fender well, In the washer reservoir.
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Windshield Washer Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Windshield Washer Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Windshield Washer Solvent Level Switch
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Wiper/Washer System (Pulse) Schematics
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Locations View
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Wiper Switch: Locations Windshield Wiper/Washer Switch
On the multifunction switch.
On the RH side of the steering column.
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Locations View
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Wiper Switch: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Wiper Switch: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2227
Equivalents - Decimal And Metric (Part 1 Of 2)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2228
Equivalents - Decimal And Metric (Part 2 Of 2)
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Switch > Component Information > Diagrams > Diagram Information and Instructions > Page 2229
Wiper/Washer System (Pulse) Schematics
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Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Technical Service Bulletins >
Steering/Suspension - Wheel Alignment Specifications
Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications
WARRANTY ADMINISTRATION
Bulletin No.: 05-03-07-009C
Date: December 09, 2010
Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks
Supercede: This bulletin is being extensively revised to provide technicians and warranty
administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF
WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT
SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension).
Purpose
The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors'
warranty service requirements and recommendations for customer concerns related to wheel
alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel
Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty
service.
Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING
YOUR NEXT GM WHEEL ALIGNMENT SERVICE.
The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a
successful wheel alignment service.
1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension
and steering configurations. Vehicles
modified in any of these areas are not covered for wheel alignment warranty.
2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is
within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for
labor operations E2000 and E2020.
The following information must be documented or attached to the repair order:
- Customer concern in detail
- What corrected the customer concern?
- If a wheel alignment is performed:
- Consult SI for proper specifications.
- Document the "Before" AND "After" wheel alignment measurements/settings.
- Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin)
5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the
appropriate calibration maintenance schedules.
Important If it is determined that a wheel alignment is necessary under warranty, use the proper
labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel
Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for
other component repairs is to be charged to the component that causes a wheel alignment
operation.).
The following flowchart is to help summarize the information detailed in this bulletin and should be
used whenever a wheel alignment is performed.
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Verify Original Equipment Condition of the Vehicle
- Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are
on the vehicle.
- Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have
NOT been done to the vehicle.
- Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision
damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles,
suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact.
- Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving
may show up by looking at the tires and condition of the vehicle.
- Check for other additional equipment items that may significantly affect vehicle mass such as
large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in
trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and
wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed
semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of
these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with
equipment such as the above.)
Customer Concerns, "Normal Operation" Conditions and "Mileage Policy"
Possible Concerns
The following are typical conditions that may require wheel alignment warranty service:
1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of
effort required at the steering wheel to maintain the
vehicle's straight heading."
Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle
Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull
concerns can be due to road crown or road slope, tires, wheel alignment or even in rare
circumstances a steering gear issue. Lead/pull concerns due to road crown are considered
"Normal Operation" and are NOT a warrantable condition -- the customer should be advised that
this is "Normal Operation."
Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a
level condition. If so, this is more likely a "steering wheel angle" concern because the customer is
"steering" the vehicle to obtain a "level" steering wheel.
2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined
as the steering wheel angle (clocking)
deviation from "level" while maintaining a straight heading on a typical straight road.
3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the
shoulders of tires is NOT considered unusual and
should even out with a tire rotation; if the customer is concerned about a "feathering" condition of
the tires, the customer could be advised to rotate the tires earlier than the next scheduled
mileage/maintenance interval (but no later than the next interval). Be sure to understand the
customer's driving habits as this will also heavily influence the tire wear performance; tire wear from
aggressive or abusive driving habits is NOT a warrantable condition.
Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is
"normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can
show evidence of feathering from the factory. These issues do NOT affect the overall performance
and tread life of the tire. Dealer personnel should always check the customer's maintenance
records to ensure that tire inflation pressure is being maintained to placard and that the tires are
being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be
performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below.
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Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center
Ribs
Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder
Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear
Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear
Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the
repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center
wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF,
LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life,
etc. A field product report with pictures of the tire wear condition is recommended. Refer to
Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C.
4. Other repairs that affect wheel alignment; e.g., certain component replacement such as
suspension control arm replacement, engine cradle
adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock,
steering knuckle, etc. may require a wheel alignment.
Important If other components or repairs are identified as affecting the wheel alignment, policy calls
for the wheel alignment labor time to be charged to the replaced/repaired component's labor
operation time rather than the wheel alignment labor operations.
Important Vibration type customer concerns are generally NOT due to wheel alignment except in
the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are
NOT to be performed as an investigation/correction for vibration concerns.
"Normal Operation" Conditions
Vehicle Lead/Pull Due to Road Crown or Slope:
As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope.
Be sure to verify from the customer the types of roads they are driving as they may not recognize
the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires
significant steering effort to prevent it from "climbing" the road crown there may be an issue to be
looked into further.
Important
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A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within
"Normal Operation."
Mileage Policy
The following mileage policy applies for E2020 and E2000 labor operations: Note
Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana
Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing
the vehicles.
- 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to
the tie down during shipping, the vehicle's suspension requires some time to reach normal
operating position. For this reason, new vehicles are generally NOT to be aligned until they have
accumulated at least 800 km (500 mi). A field product report should accompany any claim within
this mileage range.
- 801-12,000 km (501-7,500 mi):
- If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle
steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be
apparent early in the life of the vehicle. The following policy applies:
- Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT,
Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and
Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required
- All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above:
E2000/E2020 Claims: Dealer Service Manager Authorization Required
- 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible
for the wheel alignment expense or dealers may provide on a case-by case basis a one-time
customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component
required the use of the subject labor operations, the identified defective component labor operation
will include the appropriate labor time for a wheel alignment as an add condition to the component
repair.
Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN.
Warranty Documentation Requirements
When a wheel alignment service has been deemed necessary, the following items will need to be
clearly documented on/with the repair order:
- Customer concern in detail
- What corrected the customer concern?
- If a wheel alignment is performed:
- Consult SI for proper specifications.
- Document the "Before" AND "After" wheel alignment measurements/settings.
- Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin)
1. Document the customer concern in as much detail as possible on the repair order and in the
warranty administration system. Preferred examples:
- Steering wheel is off angle in the counterclockwise direction by approximately x degrees or
clocking position.
- Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe,
Moderate or Slight.
- RF and LF tires are wearing on the outside shoulders with severe feathering.
Important In the event of a lead/pull or steering wheel angle concern, please note the direction of
lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the
repair order and within the warranty claim verbatim.
Important In the event of a tire wear concern, please note the position on the vehicle and where the
wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder.
2. Document the technician's findings on cause and correction of the issue. Examples:
- Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees
to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees.
- Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of
+0.30 degrees to 0.00 degrees on the vehicle.
- Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees.
3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the
Repair Order or if print-out capability is not
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available, measurements may also be clearly and legibly handwritten into the Wheel Alignment
Repair Order Questionnaire attached to this bulletin.
4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of
"Before" and "After" wheel alignment measurements to
the Repair Order and retain for use by GM.
Wheel Alignment Equipment and Process
Wheel alignments must be performed with a quality machine that will give accurate results when
performing checks. "External Reference" (image-based camera technology) is preferred. Please
refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment
Requirements and Recommendations.
Requirements:
- Computerized four wheel alignment system.
- Computer capable of printing before and after alignment reports.
- Computer capable of time and date stamp printout.
- Racking system must have jacking capability
- Racking system must be capable of level to 1.6 mm (1/16 in)
- Appropriate wheel stops and safety certification
- Built-in turn plates and slip plates
- Wheel clamps capable of attaching to 20" or larger wheels
- Racking capable of accepting any GM passenger car or light duty truck
- Operator properly trained and ASE-certified (U.S. only) in wheel alignment
Recommendations:
Racking should have front and rear jacking capability.
Equipment Maintenance and Calibration:
Alignment machines must be regularly calibrated in order to give correct information. Most
manufacturers recommend the following:
- Alignment machines with "internal reference" sensors should be checked (and calibrated, if
necessary) every six months.
- Alignment machines with "external reference" (image-based camera technology) should be
checked (and calibrated, if necessary) once a year.
- Racks must be kept level to within 1.6 mm (1/16 in).
- If any instrument that is part of the alignment machine is dropped or damaged in some way,
check the calibration immediately.
Check with the manufacturer of your specific equipment for their recommended service/calibration
schedule.
Wheel Alignment Process
When performing wheel alignment measurement and/or adjustment, the following steps should be
taken:
Preliminary Steps:
1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels
and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4.
Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for
looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to
stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate
for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI).
Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the
wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the
specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads,
such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's
instructions.
Measure/Adjust:
Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify
that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date
by comparing these to the wheel alignment specifications for the appropriate model and model year
in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments,
irregular and/or premature tire wear and repeat customer concerns
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Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear
wheel alignment angles first in order to obtain proper front wheel alignment angles.
Perform the following steps in order to measure the front and rear alignment angles:
1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front
and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment
angles and record the readings.
If necessary, adjust the wheel alignment to vehicle specification and record the before and after
measurements. Refer to Wheel Alignment Specifications in SI.
Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only
source of GM wheel alignment specifications that is kept up-to-date throughout the year.
Test drive vehicle to ensure proper repair.
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Frame Angle Measurement (Express / Savana Only) ........
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What corrected the customer concern and was the repair verified?
Please Explain: .............
Disclaimer
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Alignment: Specifications Ride/Trim Height Specifications
Trim Height Specifications
Measuring Z Height
Measuring D Height
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Measuring J or K Height
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Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Description and Operation > Camber
Description
Alignment: Description and Operation Camber Description
Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle.
When the wheels tilt outward at the top, as shown, the camber is positive (+). When the wheels tilt
inward, the camber is negative (-). The amount of tilt measured in degrees from the vertical is
known as the camber angle. Camber influences both directional control and tire wear. Excessive
camber results in tire wear and causes the vehicle to pull or lead to the side with the most positive
camber. Camber adjustment is available at both the front and the rear wheels.
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Alignment: Description and Operation Caster Description
Caster is the tilting of the uppermost point of the steering axis, either forward or backward from the
vertical, when viewed from the side of the vehicle. A backward tilt at the top is positive (+) and a
forward tilt is negative (-). Caster influences the directional control of the steering, but caster does
not affect tire wear. One wheel with more positive caster than the other wheel causes that wheel to
pull toward the center of the vehicle. The vehicle will move or lead toward that side with the least
amount of positive caster.
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Alignment: Description and Operation Toe Description
Toe-in is the turning-in of the wheels, while toe-out is the turning-out of the wheels from the
geometric centerline/thrust line. The purpose of toe is to ensure parallel rolling of the wheels. Toe
also serves to offset the small deflections of the wheel support system which occur whenever the
vehicle is rolling forward. Even when the wheels are set to toe-in or toe-out, the wheels tend to roll
parallel on the road when the vehicle is moving.
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Alignment: Description and Operation Thrust Angle Description
The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action
relates to the thrust angle. The thrust angle is the path that the rear wheels take. Ideally, the thrust
angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the
left rear wheel, moving the thrust line off center. The resulting deviation (3) from the centerline is
the thrust angle (1).
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Alignment: Description and Operation
Camber Description
Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle.
When the wheels tilt outward at the top, as shown, the camber is positive (+). When the wheels tilt
inward, the camber is negative (-). The amount of tilt measured in degrees from the vertical is
known as the camber angle. Camber influences both directional control and tire wear. Excessive
camber results in tire wear and causes the vehicle to pull or lead to the side with the most positive
camber. Camber adjustment is available at both the front and the rear wheels.
Caster Description
Caster is the tilting of the uppermost point of the steering axis, either forward or backward from the
vertical, when viewed from the side of the vehicle. A backward tilt at the top is positive (+) and a
forward tilt is negative (-). Caster influences the directional control of the steering, but caster does
not affect tire wear. One wheel with more positive caster than the other wheel causes that wheel to
pull toward the center of the vehicle. The vehicle will move or lead toward that side with the least
amount of positive caster.
Toe Description
Toe-in is the turning-in of the wheels, while toe-out is the turning-out of the wheels from the
geometric centerline/thrust line. The purpose of toe is to
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ensure parallel rolling of the wheels. Toe also serves to offset the small deflections of the wheel
support system which occur whenever the vehicle is rolling forward. Even when the wheels are set
to toe-in or toe-out, the wheels tend to roll parallel on the road when the vehicle is moving.
Thrust Angle Description
The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action
relates to the thrust angle. The thrust angle is the path that the rear wheels take. Ideally, the thrust
angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the
left rear wheel, moving the thrust line off center. The resulting deviation (3) from the centerline is
the thrust angle (1).
Frame Misalignment Description
The frame is a rubber isolated sub-frame in the front of the vehicle. The frame supports the engine
and the transaxle. The frame provides the mounting point for the front suspension lower control
arms. The frame in the upper illustration is normal. Any misalignment of the frame, as shown,
causes a misalignment of the front wheels. Movement of the frame usually causes an increase in
caster on one side of the vehicle and a decrease in caster on the other side of the vehicle. This can
cause the following conditions: Cause the exhaust system to bind up
- Cause problems with the control cables
- Cause unacceptable noises and/or sounds
Check the frame for any obvious damage. In the illustration, the frame (1) is moved toward the
rear. The left lower control arm and the left ball joint are moved toward the rear, changing the
caster on the left side only. The top of the strut cannot move because the strut is mounted to the
strut tower in the body.
General Description
Wheel alignment refers to the angular relationship between the following: The wheels
- The suspension attaching parts
- The ground
Four Wheel Alignment
Perform a complete wheel alignment check whenever a service check is deemed necessary. This
check includes the measurement of all four wheels. The fuel economy and the tire life increases
when the vehicle is geometrically aligned. Additionally, the steering and the performance maximize.
Lead/Pull Description
Lead is the deviation of the vehicle from a straight path on a level road, without hand pressure on
the steering wheel. Lead is usually the result of one of the following conditions: 1. Tire construction.
Refer to Vibration Diagnosis and Correction under Steering and Suspension Testing and
Inspection. Refer also to General
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Description in Wheels, Tires and Alignment.
2. Uneven parking brake adjustment. Refer to Park Brake Cable Service/Adjustment in Brakes. 3.
Wheel Alignment The way in which a tire is built may produce lead. Rear tires do not cause lead.
Memory Steer Description
Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned
the vehicle. Additionally, after turning in the opposite direction, the vehicle will want to lead or pull in
that direction.
Setback Description
Setback applies to both the front and the rear wheels. Setback is the amount that one wheel
spindle may be aligned behind the other wheel spindle. In the illustration, the left side frame (1) is
moved toward the rear, causing a misalignment. Setback may be the result of a road hazard or a
collision. The first clue is a caster difference from side-to-side of more than one degree.
Torque Steer Description
A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the
other direction during deceleration. The following factors may cause torque steer to be more
apparent on a particular vehicle: A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires
for differences in the brand, the construction, or the size. If the tires appear to be similar, change
the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most
significant effect on torque steer correction.
- A large difference in the right and left front tire pressure
- Left-to-right differences in the front view axle angle may cause significant steering pull in a
vehicle. The pull will be to the side with the most downward sloping axle from the differential to the
wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level
ground may be used as an indication of bias axle angles. The side with the higher transaxle pan
(shown on the left side of the illustration) has the most downward sloping axle angle.
Wander Description
Wander is the undesirable drifting or deviation of a vehicle toward either side from a straight path
with hand pressure on the steering wheel. Wander is a symptom of a vehicle's sensitivity to
external disturbances, such as road crown and crosswind. A poor, on-center steering feel
accentuates a wander condition.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection
Alignment: Service and Repair Preliminary Alignment Inspection
Loose and worn suspension parts prevents an accurate setting of alignment angles. Before you
make any alignment adjustments, ensure the correctness of the alignment readings and the
adjustments: Check the tires for proper inflation pressures. Refer to Tire Inflation Pressure Specifications.
- Check the tires for normal tread wear.
- Check the hub and bearing for excessive wear.
- Check the ball joints and the tie rods for looseness.
- Inspect the wheels and tires for runout, resulting from bent wheels or faulty tires.
- Inspect vehicle trim heights. If the trim heights are not within specifications, make necessary
corrections before adjusting the alignment. Refer to Trim Height Specifications in Suspension
General Diagnosis.
- Check the steering gear for looseness at the frame.
- Check the struts for improper operation.
- Inspect the control arms for loose or worn bushings.
- Check the stabilizer shaft attachments for loose or missing components.
- Check the alignment pins for improper frame alignment to the body.
- Check the frame fasteners for proper torque.
- Check the frame insulators for wear or damage.
Before checking the alignment, become familiar with the instructions that are furnished by the
equipment manufacturer. Methods will vary with different equipment. Regardless of the equipment
used for adjusting the alignment, always keep the vehicle on a level surface, both fore-and-aft and
sideways.
Important:
- Check and set the alignment with a full fuel tank.
- Jounce the vehicle three times before you check the alignment in order to eliminate false
readings.
- Hold the front and the rear suspensions to the specified dimensions. Refer to Trim Height
Specifications in Suspension General Diagnosis.
- Set the toe left side adjustment and the toe right side adjustment separately per wheel. Hold the
steering wheel level at O degrees plus or minus 3.5 degrees. Cross caster within 0.75 degrees.
- Cross camber within 0.75 degrees.
Adjust
Perform four wheel alignment adjustments in the following order: 1. Rear wheel camber 2. Rear
wheel toe and tracking 3. Front wheel camber 4. Front wheel toe and steering wheel angle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2257
Alignment: Service and Repair Pre-Alignment Road Test With Customer
Perform a road test on the vehicle with the customer. The road test may help to identify many faulty
parts:
- Worn control arm bushings or strut bearings
- Weak strut dampeners
- Loose power steering gear mounts
- Wheel bearings
- Tires
Obvious conditions must be brought to the customer's attention before beginning an alignment. A
waddle feeling in the back of the vehicle often indicates the occurrence of a bent rim and/or a belt
shift in one of the rear tires. Vibration in the steering wheel or in the floor pan is often the result of
static imbalance or radial runout of the front tires.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2258
Alignment: Service and Repair Measuring Wheel Alignment
Important: This vehicle requires a four wheel alignment. Set the rear wheel alignment angles first to
obtain proper front alignment angles.
1. Following the manufacturer's instructions to install alignment equipment. 2. Prior to checking
alignment perform the following actions:
- Jounce the front bumper 3 times
- Jounce the rear bumper 3 times
3. Measure and record the alignment angles. Refer to Wheel Alignment Specifications (Front) or
Wheel Alignment Specifications (Rear).
Important: When making adjustments to the vehicle set the left side to specifications first. Use the
actual readings on the left side as targets for the right side to achieve a minimal cross variance.
4. Make the adjustments that are necessary. 5. Check toe AFTER changing Camber. 6. Check for
damaged suspension members if proper specifications cannot be obtained.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2259
Alignment: Service and Repair Front Wheel Alignment
Front Camber Adjustment
Removal Procedure
1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and
wheel assemblies from the front and the rear axles. Refer to Tire and Wheel Removal and
Installation in Wheels, Tires and
Alignment.
3. Remove the strut from the vehicle. Refer to Strut Assembly Replacement in Steering and
Suspension.
4. Place the strut in a vise and file the hole lateral (oblong). Compare the appearance of the holes
before filing (2) with after filing (3):
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the strut to the vehicle. Refer to Strut Assembly Replacement in Steering and Suspension.
Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle.
2. Install the tire and wheel assemblies. Refer to Tire and Wheel Removal and Installation in
Wheels, Tires and Alignment.
3. Adjust the camber (1).
Tighten the strut-to-knuckle bolts to 122 Nm (90 ft. lbs.) Lower the vehicle.
Front Wheel Toe Adjustment
1. Perform the following steps to remove the small seal clamp: 2. Position the steering wheel in the
straight ahead position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2260
3. Loosen the hex nut on the tie rod (2). Turn the tie rod shaft (1) in order to obtain the proper toe
angle. Refer to Wheel Alignment Specifications
(Front) or Wheel Alignment Specifications (Rear).
4. Confirm the number of threads showing on each tie rod end is nearly equal.
Notice: Refer to Fastener Notice in Service Precautions.
5. Confirm that the tie rod ends (3) are square before you tighten the lock nuts (2).
Tighten the hex nuts at the tie rod ends to 68 Nm (50 ft. lbs.).
Important: Ensure the seals do not twist.
6. Install the seal clamps.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2261
Alignment: Service and Repair
Preliminary Alignment Inspection
Loose and worn suspension parts prevents an accurate setting of alignment angles. Before you
make any alignment adjustments, ensure the correctness of the alignment readings and the
adjustments: Check the tires for proper inflation pressures. Refer to Tire Inflation Pressure Specifications.
- Check the tires for normal tread wear.
- Check the hub and bearing for excessive wear.
- Check the ball joints and the tie rods for looseness.
- Inspect the wheels and tires for runout, resulting from bent wheels or faulty tires.
- Inspect vehicle trim heights. If the trim heights are not within specifications, make necessary
corrections before adjusting the alignment. Refer to Trim Height Specifications in Suspension
General Diagnosis.
- Check the steering gear for looseness at the frame.
- Check the struts for improper operation.
- Inspect the control arms for loose or worn bushings.
- Check the stabilizer shaft attachments for loose or missing components.
- Check the alignment pins for improper frame alignment to the body.
- Check the frame fasteners for proper torque.
- Check the frame insulators for wear or damage.
Before checking the alignment, become familiar with the instructions that are furnished by the
equipment manufacturer. Methods will vary with different equipment. Regardless of the equipment
used for adjusting the alignment, always keep the vehicle on a level surface, both fore-and-aft and
sideways.
Important:
- Check and set the alignment with a full fuel tank.
- Jounce the vehicle three times before you check the alignment in order to eliminate false
readings.
- Hold the front and the rear suspensions to the specified dimensions. Refer to Trim Height
Specifications in Suspension General Diagnosis.
- Set the toe left side adjustment and the toe right side adjustment separately per wheel. Hold the
steering wheel level at O degrees plus or minus 3.5 degrees. Cross caster within 0.75 degrees.
- Cross camber within 0.75 degrees.
Adjust
Perform four wheel alignment adjustments in the following order: 1. Rear wheel camber 2. Rear
wheel toe and tracking 3. Front wheel camber 4. Front wheel toe and steering wheel angle
Pre-Alignment Road Test With Customer
Perform a road test on the vehicle with the customer. The road test may help to identify many faulty
parts:
- Worn control arm bushings or strut bearings
- Weak strut dampeners
- Loose power steering gear mounts
- Wheel bearings
- Tires
Obvious conditions must be brought to the customer's attention before beginning an alignment. A
waddle feeling in the back of the vehicle often indicates the occurrence of a bent rim and/or a belt
shift in one of the rear tires. Vibration in the steering wheel or in the floor pan is often the result of
static imbalance or radial runout of the front tires.
Measuring Wheel Alignment
Important: This vehicle requires a four wheel alignment. Set the rear wheel alignment angles first to
obtain proper front alignment angles.
1. Following the manufacturer's instructions to install alignment equipment. 2. Prior to checking
alignment perform the following actions:
- Jounce the front bumper 3 times
- Jounce the rear bumper 3 times
3. Measure and record the alignment angles. Refer to Wheel Alignment Specifications (Front) or
Wheel Alignment Specifications (Rear).
Important: When making adjustments to the vehicle set the left side to specifications first. Use the
actual readings on the left side as targets for the right side to achieve a minimal cross variance.
4. Make the adjustments that are necessary. 5. Check toe AFTER changing Camber.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2262
6. Check for damaged suspension members if proper specifications cannot be obtained.
Front Camber Adjustment
Removal Procedure
1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and
wheel assemblies from the front and the rear axles. Refer to Tire and Wheel Removal and
Installation in Wheels, Tires and
Alignment.
3. Remove the strut from the vehicle. Refer to Strut Assembly Replacement in Steering and
Suspension.
4. Place the strut in a vise and file the hole lateral (oblong). Compare the appearance of the holes
before filing (2) with after filing (3):
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the strut to the vehicle. Refer to Strut Assembly Replacement in Steering and Suspension.
Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle.
2. Install the tire and wheel assemblies. Refer to Tire and Wheel Removal and Installation in
Wheels, Tires and Alignment.
3. Adjust the camber (1).
Tighten the strut-to-knuckle bolts to 122 Nm (90 ft. lbs.) Lower the vehicle.
Front Wheel Toe Adjustment
1. Perform the following steps to remove the small seal clamp: 2. Position the steering wheel in the
straight ahead position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2263
3. Loosen the hex nut on the tie rod (2). Turn the tie rod shaft (1) in order to obtain the proper toe
angle. Refer to Wheel Alignment Specifications
(Front) or Wheel Alignment Specifications (Rear).
4. Confirm the number of threads showing on each tie rod end is nearly equal.
Notice: Refer to Fastener Notice in Service Precautions.
5. Confirm that the tie rod ends (3) are square before you tighten the lock nuts (2).
Tighten the hex nuts at the tie rod ends to 68 Nm (50 ft. lbs.).
Important: Ensure the seals do not twist.
6. Install the seal clamps.
Rear Camber Adjustment
Removal Procedure
1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and
wheel assemblies. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and
Alignment. 3. Remove the strut from the vehicle. Refer to Strut Assembly Replacement in Rear
Suspension.
4. Place the strut in a vise and file the upper strut-to-knuckle hole lateral (oblong). Compare the
appearance of the holes before filing (2) with after
filing (3).
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the strut to the vehicle. Refer to Strut Assembly Replacement in Rear Suspension.
Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle.
2. Install the tire and wheel assemblies. Refer to Tire and Wheel Removal and Installation in
Wheels, Tires and Alignment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2264
3. Adjust the camber (1).
Tighten the strut-to-knuckle bolts to 122 Nm (90 ft. lbs.)
4. Lower the vehicle.
Rear Toe Adjustment
1. Loosen the hex nuts at the rear wheel spindle rod (rear).
2. Turn the adjusting nut to change the toe angle. 3. Adjust the toe to the proper setting. Refer to
Wheel Alignment Specifications (Front) or Wheel Alignment Specifications (Rear).
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Alignment > System Information > Service and Repair > Preliminary
Alignment Inspection > Page 2265
4. Tighten the hex nuts on the rear wheel spindle rod (rear).
Tighten the rear wheel spindle rod ends hex nuts to 50 Nm (37 ft. lbs.).
Alignment Rack Maintenance
Adjust the rack for level and for calibration according to the manufacturer's recommended intervals.
Refer to the alignment rack manufacturer's operators guide for information regarding the
adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > Technical Service Bulletins > Fuel Pressure - Correct Operating Range
Fuel Pressure: Technical Service Bulletins Fuel Pressure - Correct Operating Range
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-018
Date: May, 1999
INFORMATION
Subject: Correct Fuel Pressure Operating Range
Models: 2000 Buick Century 2000 Chevrolet Impala, Lumina, Malibu, Monte Carlo, Venture 2000
Oldsmobile Alero, Silhouette 2000 Pontiac Grand Am, Grand Prix, Montana with 3.1 L or 3.4 L V6
Engine (VINs J, E - RPOs LG8, LA1)
All 2000 model year 3.1 L and 3.4 L engines have a revised fuel pressure regulator and Multec II
fuel injectors.
The fuel system operating pressure is 358-405 kPa (52-59 psi) on these applications.
Important:
^ This regulator is NOT interchangeable with past model applications. When replacement is
necessary for the above listed applications, use only regulator P/N 17113622.
^ Installing regulators other than the above listed part number in these applications may result in a
change in engine performance and/or driveability concerns.
Refer to the Engine Controls subsection of the Service Manual for complete diagnostic and repair
information on fuel system related concerns.
Parts Information
Part Number Description
17113622 Fuel Pressure Regulator
Parts are currently available from GMSPO.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > Technical Service Bulletins > Page 2271
Fuel Pressure: Specifications Fuel Pressure
Fuel Pressure
Fuel Pressure 52-59 psi
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis
Fuel Pressure: Testing and Inspection Fuel System Diagnosis
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 2274
Diagnostic Chart (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 2275
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 2276
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 2277
Fuel Pressure: Testing and Inspection Fuel System Pressure Test
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 2278
Diagnostic Chart (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 2279
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 2280
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System
Information > Specifications
Idle Speed: Specifications
Information not supplied by the manufacturer.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Idle Speed > System
Information > Specifications > Page 2284
Idle Speed: Adjustments
The Powertrain Control Module (PCM) controls engine idle speed by adjusting the position of the
Idle Air Control (IAC) motor pintle. The IAC is a bi-directional motor driven by two coils. The PCM
pulses current to the IAC coils in steps, counts, to extend the IAC pintle into a passage in the
throttle body to decrease air flow. The PCM reverses the current pulses to retract the pintle,
increasing air flow. This method allows highly accurate control of idle speed and quick response to
changes in engine load.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 2294
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 2300
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > Page 2301
Air Filter Element: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Disconnect the
breather tube from the air intake duct. 4. Disconnect the MAF sensor electrical connector. 5.
Loosen the air intake duct/MAF sensor hose clamps. 6. Carefully remove the air inlet hose from the
throttle body and air cleaner cover. 7. Remove the 2 housing cover retaining clamps. 8, Remove
the air cleaner cover (5) and carefully remove the air filter element (6). 9. Inspect the housing cover
(5), seal assembly, and air ducting (2) for damage.
INSTALLATION PROCEDURE
1. Carefully install the air filter element (6) into the air cleaner assembly (1). 2. Install the housing
cover (5) and install the housing cover retaining screws (2). 3. Carefully install the air inlet hose to
the throttle body and air cleaner cover. 4. Tighten the air inlet hose clamp. 5. Install the air intake
duct/MAF sensor assembly. 6. Tighten the air intake duct/MAF sensor hose clamps. 7. Connect the
breather tube to the air intake duct. 8, Connect the MAF sensor electrical connector. 9. Connect the
IAT sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Fuel Filter > Fuel Pressure
Release > System Information > Service and Repair
Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
Tools Required ^
J34730-1A Fuel Pressure Gauge
^ J34730-262 Fuel Pressure Gauge Fitting
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery terminal.
IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt.
2. Install the J 34730-262 fuel pressure gauge fitting adaptor to the fuel pressure connection. 3.
Connect fuel pressure gauge J 34730-1A to the fuel gauge pressure fitting. Wrap a shop towel
around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system
pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel
pressure gauge into an approved container.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component
Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component
Information > Locations > Page 2309
Ignition Cable: Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component
Information > Locations > Page 2310
Ignition Cable: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition switch to the OFF position. 2. Note the position of the spark plug wire retaining
clips. Remove the spark plug wire retaining clips from the engine.
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
3. Note the position of the spark plug wire(s). Remove the spark plug wires (2,4,6) from the front
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
4. Note the position of the spark plug wire(s). Remove the spark plug wires (1,3,5) from the rear
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
5. Remove the spark plug wire retaining clips from the rear of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component
Information > Locations > Page 2311
6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the
engine. 8. If replacing the spark plug wires, transfer any of the following:
^ Boot heat shields
^ Spark plug wire conduit
^ Spark plug wire retaining clips
INSTALLATION PROCEDURE
1. Position the spark plug wire(s) to the engine. 2. Install the spark plug wires to the ignition coils in
the proper position.
3. Install the spark plug wires (1,3,5) to the rear spark plugs. 4. Install the spark plug wire retaining
clips from the rear of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Ignition Cable > Component
Information > Locations > Page 2312
5. Install the spark plug wire (2,4,6) to the front spark plugs.
6. Install the spark plug wire retaining clips to the front of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Specifications
Spark Plug Usage
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Spark Plug Service Precautions
Spark Plug: Service Precautions Spark Plug Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
NOTE: Observe the following service precautions:
^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from
a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in
engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the
cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug.
^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
NOTE:
^ It is important to check the gap of all new and reconditioned spark plugs before installation.
Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an
accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor
engine performance and may even damage the engine.
^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if
necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can
cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque
specifications carefully. Over or under-tightening can also cause severe damage to engine or spark
plug.
NOTE: Use the correct fastener in the correct location. Replacement fasteners must be the correct
part number for that application. Fasteners requiring replacement or fasteners requiring the use of
thread locking compound or sealant are identified in the service procedure. Do not use paints,
lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These
coatings affect fastener torque and joint clamping force and may damage the fastener. Use the
correct tightening sequence and specifications when installing fasteners in order to avoid damage
to parts and systems.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Spark Plug Service Precautions > Page 2318
Spark Plug: Service Precautions Platinum Tip Spark Plug Maintenance Information
Platinum Tip Spark Plug Maintenance Information for all 95-02 Models Equipped with Platinum Tip
Spark Plugs
The following information was originally sent to all General Motors dealers as a DCS message on
October 14, 1999.
Recommendation / Instructions:
It has come to our attention that some GM dealers sell a customer service to remove platinum
tipped spark plugs and clean the threads at regular intervals to prevent the seizure of the spark
plugs in the cylinder heads at high mileage.
Platinum tipped spark plugs are designed to operate under normal vehicle operating conditions for
up to 100,000 miles (160,000 kms) without periodic maintenance. When no engine performance
concerns are present, platinum tipped spark plugs should not be removed for periodic inspection
and cleaning of threads, doing so would compromise the spark plugs ability to withstand their
corrosive environment.
The threaded area, although not sealed, serves as a protective environment against most harmful
elements. Removing and cleaning spark plugs will introduce metallic debris and brush scrapings
into the thread area which may further the corrosion process. Chromate coated spark plugs should
not be wire brushed or handled in any way once they are put in service. Chromium topcoats form a
protective oxide on spark plugs that is not effective if scratched.
Both coated and uncoated spark plugs will have the best chance of surviving a corrosive
environment if they are left in position. Attempts to maintain spark plugs by removing them and
cleaning the threads can actually create the corrosive condition that the procedure was intended to
prevent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Page 2319
Spark Plug: Application and ID
Spark Plug ...........................................................................................................................................
........................................................ AC Type 41-940
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Page 2320
Spark Plug: Description and Operation
Worn, cracked or dirty plugs may give satisfactory operation at idling speed, but under operating
conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy,
loss of power and speed, hesitation, shudder, medium throttle intake manifold backfire, hard
starting and general poor engine performance.
Fouled plugs may be indicated by black carbon deposits. The black deposits are usually the result
of slow-speed driving and short runs where sufficient engine operating temperature is seldom
reached. Worn pistons, rings, faulty ignition, over-rich fuel mixture or low heat range spark plugs
may result in carbon deposits.
Excessive gap wear on plugs of low mileage, usually indicates the engine is operating at high
speeds or loads that are consistently greater than normal or that a plug which is too hot of a heat
range is being used. Electrode wear may also be the result of plug overheating, caused by
combustion gases leaking past the threads, due to insufficient torque of the spark plug. Excessively
lean fuel mixture will also result in excessive electrode wear.
Broken insulators are usually the result of improper installation or carelessness when gapping the
plug. Broken upper insulators usually result from a poor fitting wrench or an outside blow. The
cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the
crack. The crack is usually just below the crimped part of shell and may not be visible.
Broken lower insulators usually result from carelessness when gapping and generally are visible.
This type of break may result from the plug operating too Hot, which may happen in periods of
high-speed operation or under heavy loads. When gapping a spark plug, always make the gap
adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should
always be replaced.
Each spark plug boot covers the spark plug terminal and a portion of the plug insulator. These
boots prevent flash-overwhich causes engine misfiring. Do not mistake corona discharge for
flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just
above the shell crimp. It is the visible evidence of high-tension field and has no effect on ignition
performance. Usually it can be dust particles leaving a clear ring on the insulator just above the
shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown
out between shell and insulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Page 2321
Spark Plug: Testing and Inspection
Normal spark plug operation will result in brown to grayish-tan deposits appearing on the portion of
the spark plug that projects into the cylinder area. A small amount of red-brown, yellow, and white
powdery material may also be present on the insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels and lubricating oils with additives. Some
electrode wear will also occur.
Engines which are not running properly are often referred to as misfiring. Spark plug misfiring can
be indicated in a number of ways:
^ Poor fuel economy
^ Power loss
^ Loss of speed
^ Hard starting
^ Poor engine performance
Flashover occurs when a damaged spark plug boot, along with dirt and moisture, permits the high
voltage charge to short over the insulator to the spark plug shell or the engine. Should misfiring
occur before the recommended replacement interval, locate and correct the cause.
Carbon fouling of the spark plug is indicated by dry, black carbon (soot) deposits on the portion of
the spark plug in the cylinder. Excessive idling or slow speeds under light engine loads can keep
the spark plug temperatures so low that these deposits are not burned off. Rich fuel mixtures or
poor ignition system output may also be the cause.
Oil fouling of the spark plug is indicated by wet oily deposits on the portion of the spark plug in the
cylinder, usually with little electrode wear. This may be caused by oil getting past worn piston rings
or valve seals. This condition also may occur during break-in of new or newly overhauled engines.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Page 2322
Deposit fouling of the spark plug occurs when the normal red-brown, yellow or white deposits of
combustion by-products become sufficient to cause misfiring. In some cases, these deposits may
melt and form a shiny glaze on the insulator around the center electrode. If the fouling is found in
only one or two cylinders, valve stem clearances or intake valve seals may be allowing excess
lubricating oil to enter the cylinder, particularly if the deposits are heavier on the side of the spark
plug that was facing the intake valve.
Excessive gap means that the airspace between the center and side electrodes at the bottom of
the spark plug is too wide for consistent spark plug firing. This may be due to improper gap
adjustment or to excessive wear of the electrodes during use. Check of the gap size and compare
the gap measurement to that specified for the vehicle. Excessive gap wear can be an indication of
continuous operation at high speeds or with high engine loads, causing the spark plug to run too
hot.
Too small of a gap indicates the plug was damaged at the time of installation. Another possible
cause is an excessively lean fuel mixture.
Low or high spark plug installation torque or improper seating of the spark plug can result in the
spark plug running too hot and cause excessive gap wear. The spark plug and cylinder head seats
must be in good contact for proper heat transfer and spark plug cooling. Dirty or damaged threads
in the head or on the spark plug can keep the spark plug from seating even though the proper
torque is applied. Once the spark plugs are properly seated, tighten the spark plug to the proper
torque. Low torque may result in poor contact of seats due to a loose spark plug. Overtightening
may cause the spark plug shell to be stretched and also result in poor contact between seats. In
extreme cases, exhaust blow-by and damage beyond simple gap wear may occur.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Page 2323
Cracked or broken insulators may be the result of improper installation, damage during spark plug
regapping, or heat shock to the insulator material. Upper insulators can be broken when a poorly
fitting tool is used during installation or removal, or when the spark plug is hit from the outside.
Cracks in the upper insulator may be inside the shell and not visible. Also, the breakage may not
cause problems until oil or moisture penetrates the crack later.
A broken or cracked lower insulator tip (around the center electrode) can result from damage
during regapping or from heat shock (spark plug suddenly operating too hot).
Damage during regapping can happen if the gapping tool is pushed against the center electrode or
the insulator around it, causing the insulator to crack. When regapping a spark plug, make the
adjustment by only bending the side electrode. Do not contact other parts.
Heat shock breakage in the lower insulator tip generally occurs during severe engine operating
conditions (high-speeds or heavy-loading) and may be caused by over advanced timing or low
grade fuels. Heat shock refers to a rapid increase in the tip temperature that causes the insulator
material to crack.
Spark plugs with less than the recommended amount of service can sometimes be cleaned and
regapped, then returned to service. However, if there is any doubt about the serviceability of a
spark plug, replace it. Replace spark plugs with cracked or broken insulators. In some cases, such
as flashover, the ignition wire may need to be changed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Page 2324
Spark Plug: Service and Repair
SPARK PLUG REPLACEMENT
Removal Procedure
Tools Required J38491 Spark Plug Heat Shield Removal Tool
1. Turn OFF the ignition switch.
2. Remove the spark plug wires from the spark plugs.
NOTE: ^
Allow the engine to cool before removing the spark plugs. Attempting to remove the spark plugs
from a hot engine may cause the plug threads to seize, causing damage to cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so could result in
engine damage because of dirt or foreign material entering the cylinder head, or by the
contamination of the cylinder head threads. The contaminated threads may prevent the proper
seating of the new plug. Use a thread chaser to clean the threads of any contamination.
3. Remove the spark plugs from the engine.
Installation Procedure
NOTE: ^
Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
^ Check the gap of all new and reconditioned spark plugs before installation. The pre-set gaps may
have changed during handling. Use a round feeler gage to ensure an accurate check. Installing the
spark plugs with the wrong gap can cause poor engine performance and may even damage the
engine.
1. Measure the spark plug gap on the spark plugs to be installed and correct as necessary.
Spark Plug Gap: 0.060 in (1.52 mm)
NOTE: ^
Be sure that the spark plug threads smoothly into the cylinder head and the spark plug is fully
seated. Use a thread chaser, if necessary, to clean threads in the cylinder head. Cross-threading or
failing to fully seat the spark plug can cause overheating of the plug, exhaust blow-by, or thread
damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Spark Plug > Component
Information > Service Precautions > Page 2325
2. Install the spark plugs to the engine.
Torque: 15 N.m (11 ft. lb.)
3. Connect the spark plug wires to the spark plugs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Compression Check > System
Information > Specifications
Compression Check: Specifications
The lowest reading should not be less than 70 percent of the highest reading.
No cylinder reading should be less than 689 kPa (100 psi).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Compression Check > System
Information > Specifications > Page 2329
Compression Check: Testing and Inspection
A compression pressure test of the engine cylinders determines the condition of the rings, the
valves, and the head gasket.
Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse
block.
1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the
cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open
position. 6. Measure the engine compression, using the following procedure:
6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the
engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on
the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each
cylinder.
7. Record the compression readings from all of the cylinders.
- The lowest reading should not be less than 70 percent of the highest reading.
- No cylinder reading should be less than 689 kPa (100 psi).
8. The following list is examples of the possible measurements:
- When the compression measurement is normal, the compression builds up quickly and evenly to
the specified compression on each cylinder.
- When the compression is low on the first stroke and tends to build up on the following strokes, but
does not reach the normal compression, the piston rings may be the cause.
- If the compression improves considerably with the addition of three squirts of oil, the piston rings
may be the cause.
- When the compression is low on the first stroke and does not build up in the following strokes, the
valves may be the cause.
- The addition of oil does not affect the compression, the valves may be the cause.
- When the compression is low on two adjacent cylinders, or coolant is present in the crankcase,
the head gasket may be the cause.
9. Remove the block from the throttle plate.
10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain
Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Tune-up and Engine Performance Checks > Valve Clearance > System
Information > Specifications
Valve Clearance: Specifications
The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does
not require adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine
- Drive Belt Misalignment Diagnostics
Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics
INFORMATION
Bulletin No.: 08-06-01-008A
Date: July 27, 2009
Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of
Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt
Models:
2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2,
H3 Vehicles 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add a model year and update the Tool Information.
Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine).
Background
Several aftermarket companies offer laser alignment tools for accessory drive systems that can be
very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges
from $160 - $200.
EN-49228 Laser Alignment Tool - Drive Belt
The GM Tool program has now made available a competitive, simple to use and time-saving laser
tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the
guesswork from proper pulley alignment and may serve to reduce comebacks from:
- Drive Belt Noise
- Accelerated Drive Belt Wear
- Drive Belt Slippage
Instructions
The instructions below are specific only to the truck Gen IV V-8 family of engines. These
instructions are only for illustrative purposes to show how the tool may be used. Universal
instructions are included in the box with the Laser Alignment Tool - Drive Belt.
Caution
- Do not look directly into the beam projected from the laser.
- Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses
help reduce laser beam glare in many circumstances.
- Always use laser safety glasses when using the laser. Laser safety glasses are not designed to
protect eyes from direct laser exposure.
1. Observe and mark the serpentine belt orientation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine
- Drive Belt Misalignment Diagnostics > Page 2337
2. Remove the serpentine belt from the accessory drive system.
3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves
of the pulley, farthest from the front of the
engine.
4. Install the retaining cord around the pulley and to the legs of the tool.
5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the
tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light
beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley
alignment.
- If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly.
- If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the
position of the power steering pulley as required.
- Refer to SI for Power Steering Pulley Removal and Installation procedures.
9. Install the serpentine belt to the accessory drive system in the original orientation.
10. Operate the vehicle and verify that the belt noise concern is no longer present.
Tool Information
Please visit the GM service tool website for pricing information or to place your order for this tool.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine
- Drive Belt Misalignment Diagnostics > Page 2338
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Engine
- Drive Belt Misalignment Diagnostics > Page 2339
Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information
Bulletin No.: 04-06-01-013
Date: April 29, 2004
INFORMATION
Subject: Information on Serpentine Belt Wear
Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2
All current GM vehicles designed and manufactured in North America were assembled with
serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is
extremely rare to observe any cracks in EPDM belts and it is not expected that they will require
maintenance before 10 years or 240,000 km (150,000 mi) of use.
Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks
depending on age. However, the onset of cracking typically signals that the belt is only about
halfway through its usable life.
A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart,
ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be
considered a candidate for changing. Small cracks spaced at greater intervals should not be
considered as indicative that the belt needs changing.
Any belt that exhibits chunking should be replaced.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Page
2340
Drive Belt: Specifications
Drive Belt Shield Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Technical Service Bulletins > Page
2341
Drive Belt: Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Drive Belt
Chirping
Drive Belt: Testing and Inspection Drive Belt Chirping
Notice: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the
composition of the drive belt. Failure to follow this recommendation will damage the drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Drive Belt
Chirping > Page 2344
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Drive Belt
Chirping > Page 2345
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Drive Belt
Chirping > Page 2346
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Drive Belt
Chirping > Page 2347
Drive Belt: Testing and Inspection
Drive Belt Chirping
Notice: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the
composition of the drive belt. Failure to follow this recommendation will damage the drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Drive Belt
Chirping > Page 2348
Drive Belt Squeal
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Drive Belt
Chirping > Page 2349
Notice: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the
composition of the drive belt. Failure to follow this recommendation will damage the drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Page 2350
Drive Belt: Service and Repair
Removal Procedure
Important: After the new drive belt is installed, make sure that the mark on the drive belt tensioner
is in range, as indicated on the tensioner housing.
1. Rotate the drive belt tensioner in order to release the pressure on the drive belt.
2. Remove the drive belt.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Drive Belt > Component Information > Testing and Inspection > Page 2351
1. Install the drive belt to all of the pulleys except the generator pulley. 2. Rotate the drive belt
tensioner in order to install the drive belt over the generator pulley.
3. Make sure that the drive belt is properly routed.
Important: Make sure the mark on the drive belt tensioner is in range, as indicated on the tensioner
housing.
4. Make sure the drive belt tensioner is operating properly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information
> Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON
Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information
> Technical Service Bulletins > Customer Interest for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T Shift/Driveability Concerns/MIL ON > Page 2362
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information
> Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine,
A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information
> Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine,
A/T - Shift/Driveability Concerns/MIL ON > Page 2368
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Air Cleaner Housing > Air Filter Element > Component Information
> Technical Service Bulletins > Page 2369
Air Filter Element: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Disconnect the
breather tube from the air intake duct. 4. Disconnect the MAF sensor electrical connector. 5.
Loosen the air intake duct/MAF sensor hose clamps. 6. Carefully remove the air inlet hose from the
throttle body and air cleaner cover. 7. Remove the 2 housing cover retaining clamps. 8, Remove
the air cleaner cover (5) and carefully remove the air filter element (6). 9. Inspect the housing cover
(5), seal assembly, and air ducting (2) for damage.
INSTALLATION PROCEDURE
1. Carefully install the air filter element (6) into the air cleaner assembly (1). 2. Install the housing
cover (5) and install the housing cover retaining screws (2). 3. Carefully install the air inlet hose to
the throttle body and air cleaner cover. 4. Tighten the air inlet hose clamp. 5. Install the air intake
duct/MAF sensor assembly. 6. Tighten the air intake duct/MAF sensor hose clamps. 7. Connect the
breather tube to the air intake duct. 8, Connect the MAF sensor electrical connector. 9. Connect the
IAT sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Cabin Air Filter > Component Information > Locations
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Cabin Air Filter > Component Information > Locations > Page 2373
Cabin Air Filter: Description and Operation
The filters have a 12 months or 20,000 km (15,000 miles) change interval. These filters may
require frequent change intervals depending on driving conditions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Cabin Air Filter > Component Information > Locations > Page 2374
Cabin Air Filter: Service and Repair
PASSENGER COMPARTMENT AIR FILTER REPLACEMENT (IF EQUIPPED)
REMOVAL PROCEDURE
1. Position the windshield wipers in the UP position, by keying the ignition OFF when the wiper
reach the desired position. 2. Raise the hood. 3. Position aside the rear hood seal halfway to the
center. Refer to Seal Replacement - Hood Rear in Body Front End. 4. Remove the right air inlet
grill. 5. Remove the passenger compartment air filter.
INSTALLATION PROCEDURE
1. Install the passenger compartment air filter. 2. Install the air inlet grill. Refer to Air Inlet Grille
Panel Replacement in Body Front End. 3. Install the rear hood seal. 4. Close the hood. 5. Return
the windshield wipers to the PARK position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Fluid Filter - A/T > Component Information > Service and Repair
Fluid Filter - A/T: Service and Repair
Removal Procedure
1. Remove the oil pan (24) and the gasket (25).
Refer to Oil Pan Replacement.
2. Remove the filter (100). Remove the lip ring seal (101) pressed into the case only if replacement
is necessary. 3. Inspect the screen for the following foreign material:
- Inspect for metal particles.
- Inspect for clutch facing material.
- Inspect for rubber particles.
- Inspect for engine coolant.
4. Determine the source of the contamination if foreign material is evident. 5. Correct the source of
the contamination. 6. Use solvent to clean the screen. 7. Blow-dry the screen.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Fluid Filter - A/T > Component Information > Service and Repair >
Page 2378
1. If removed, install a new seal (101).
2. Install the filter (100), a new filter if required.
3. Install the gasket (25) and the oil pan (24). Refer to Oil Pan Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Fuel Filter > Fuel Pressure Release > System Information >
Service and Repair
Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
Tools Required ^
J34730-1A Fuel Pressure Gauge
^ J34730-262 Fuel Pressure Gauge Fitting
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery terminal.
IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt.
2. Install the J 34730-262 fuel pressure gauge fitting adaptor to the fuel pressure connection. 3.
Connect fuel pressure gauge J 34730-1A to the fuel gauge pressure fitting. Wrap a shop towel
around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system
pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel
pressure gauge into an approved container.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Fuel Pump Pickup Filter > Component Information > Description
and Operation
Fuel Pump Pickup Filter: Description and Operation
The fuel pump strainer attaches to the lower end of the modular fuel sender assembly. The fuel
pump strainer is made of woven plastic. The functions of the fuel pump strainer is to filter
contaminants and to wick fuel. The life of the fuel pump strainer is generally considered to be that
of the fuel pump, is self-cleaning and normally requires no maintenance. Fuel stoppage at this point
indicates that the fuel tank contains an abnormal amount of sediment or water, in which case the
tank should be thoroughly cleaned and replace the plugged fuel pump strainer with a new one.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Fuel Pump Pickup Filter > Component Information > Description
and Operation > Page 2386
Fuel Pump Pickup Filter: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
Fuel Sender Assembly
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Remove the fuel sender assembly. 3. Note strainer (3)
position for future reference.
4. Support the reservoir with one hand and grasp the strainer with the other hand. 5. Use a
screwdriver to pry the strainer ferrule off the reservoir. 6. Discard the strainer.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Fuel Pump Pickup Filter > Component Information > Description
and Operation > Page 2387
1. Install the new strainer (4) to the reservoir. 2. Support the reservoir with one hand and grasp the
strainer with the other hand twisting the strainer into position. 3. Reinstall the fuel sender assembly.
4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds. 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service
Bulletins > Engine - Noise/Damage Oil Filter Application Importance
Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance
INFORMATION
Bulletin No.: 07-06-01-016B
Date: July 27, 2009
Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement
Models:
2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin
Number 07-06-01-016A (Section 06 - Engine/Propulsion System).
Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is
not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R)
oil filters directly from GMSPO.
Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the
most recent parts information to ensure the correct part number filter is installed when replacing oil
filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been
discovered in some aftermarket parts systems. Always ensure the parts you install are from a
trusted source. Improper oil filter installation may result in catastrophic engine damage.
Refer to the appropriate Service Information (SI) installation instructions when replacing any oil
filter and pay particular attention to procedures for proper cartridge filter element alignment. If the
diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise
or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number
02-00-89-002I (Information for Dealers on How to Submit a Field Product Report).
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service
Bulletins > Page 2392
Oil Filter: Specifications
Oil Filter 115 in.lb
Oil Filter Bypass Hole Plug 14 ft.lb
Oil Filter Fining 29 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service
Bulletins > Page 2393
Oil Filter: Service and Repair
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Position the oil drain pan
under the engine oil drain plug. 3. Remove the engine oil pan drain plug. 4. Clean and inspect the
engine oil pan drain plug, repair or replace if necessary. 5. Clean and inspect the engine oil pan
drain plug sealing surface on the oil pan, repair or replace oil pan if necessary.
6. Remove the oil filter. 7. Clean and inspect the oil filter sealing area on the engine block, repair or
replace if necessary.
Installation Procedure
1. Lightly oil the replacement oil filter gasket with clean oil. Refer to Maintenance Items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Filters > Oil Filter, Engine > Component Information > Technical Service
Bulletins > Page 2394
2. Install the new oil filter.
Tighten the new oil filter to 3/4 to 1 full turn, after the oil filter gasket contacts the oil filter mounting
surface.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the engine oil pan drain plug.
Tighten the engine oil pan drain plug to 25 Nm (18 ft. lbs.).
4. Remove the oil drain pan. 5. Lower the vehicle. 6. Fill the engine with new engine oil. Refer to
Capacities - Approximate Fluid. 7. Start the engine. 8. Inspect for oil leaks after engine start up. 9.
Turn off the engine and allow the oil a few minutes to drain back into the oil pan.
10. Remove the oil level indicator from the oil level indicator tube. 11. Clean off the indicator end of
the oil level indicator with a clean paper towel or cloth. 12. Install the oil level indicator into the oil
level indicator tube until the oil level indicator handle contacts the top of the oil level indicator tube.
13. Again, remove the oil level indicator from the oil level indicator tube keeping the tip of the oil
level indicator down. 14. Check the level of the engine oil on the oil level indicator. 15. If necessary,
readjust the oil level by adding or draining the engine oil.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Coolant Line/Hose > Component Information > Service and Repair
> Throttle Body Heater Hose Replacement - Inlet
Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Inlet
Removal Procedure
1. Carefully disconnect the throttle body air inlet duct. 2. Drain the cooling system. Refer to
Draining and Filling Cooling System. 3. Disconnect the throttle body inlet hose clamp and the hose
(3) from the coolant pipe. 4. Disconnect the throttle body inlet hose (3) from the throttle body. 5.
Remove the throttle body inlet hose (3).
Installation Procedure
1. Install the throttle body inlet hose (3). 2. Connect the throttle body inlet hose and the clamp (3) to
the throttle body. 3. Connect the throttle body inlet hose and the clamp (3) to the coolant pipe. 4.
Install the throttle body air inlet duct. 5. Fill the cooling system. Refer to Draining and Filling Cooling
System. 6. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Coolant Line/Hose > Component Information > Service and Repair
> Throttle Body Heater Hose Replacement - Inlet > Page 2400
Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Outlet
Removal Procedure
1. Carefully disconnect the throttle body air inlet duct. 2. Drain the cooling system. Refer to
Draining and Filling Cooling System. 3. Disconnect the throttle body outlet hose clamp and the
hose (4) from the coolant pipe. 4. Disconnect the throttle body outlet hose clamp and the hose (4)
from the throttle body. 5. Remove the throttle body outlet hose (4).
Installation Procedure
1. Install the throttle body outlet hose (4). 2. Connect the throttle body outlet hose and the clamp (4)
to the throttle body. 3. Connect the throttle body outlet hose and the clamp (4) to the coolant pipe.
4. Install the throttle body air inlet duct. 5. Fill the cooling system. Refer to Draining and Filling
Cooling System. 6. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Specifications
Heater Hose: Specifications
Heater Inlet Pipe Nut 7 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair >
Handling of Refrigerant Lines and Fittings
Heater Hose: Service and Repair Handling of Refrigerant Lines and Fittings
^ Ensure that the metal lines do not exhibit the following conditions. This will prevent the loss of
system capacity due to line restriction: Dents
- kinks
^ Do not bend the flexible hose line to a radius of less that 4 times the diameter of the hose.
^ Do not allow the flexible hose line to come within a distance of 63.5 mm (2 1/2 in) of the exhaust
manifold.
^ Inspect the flexible hose lines regularly. Replace the flexible hose line with new hose if one of the
following conditions exist: Leaks
- Brittleness
- Deterioration
^ Before disconnecting any fitting in the refrigeration system, discharge all of the Refrigerant-134a.
^ Once you open a refrigerant line to the atmosphere, cap or tape the line immediately. This will
prevent any of the following items from entering the line: Moisture
- Dirt
^ Use the proper wrenches when you make connections on the O-ring fittings. Back-up the
opposing fitting with a wrench in order to prevent distortion of the following areas: The connecting lines
- The components
^ Tighten all of the tubing connections to the specified torque.
^ Too much or too little torque may result in the following conditions: Loose joints
- Deformed joint parts
- Refrigerant leakage
- An inoperative A/C system
^ Ensure that the O-rings and the seats are in perfect condition. A burr or a piece of dirt may cause
a refrigerant leak.
^ Install new O-rings that you have lubricated with the mineral base 525 viscosity refrigerant oil. Do
not use Polyalkylene Glycol (PAG) synthetic oil. Do not wipe the threads with a cloth.
^ Keep PAG synthetic refrigerant oil off fitting threads. Long term contact of PAG synthetic oil on
threads may cause future disassembly difficulties. Flush threads of fitting with mineral base 525
viscosity refrigerant oil. Do not use PAG synthetic oil. Do not wipe threads with a cloth.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair >
Handling of Refrigerant Lines and Fittings > Page 2406
Heater Hose: Service and Repair Heater Hoses Replacement
REMOVAL PROCEDURE
Tools Required J 38185 Hose Clamp Pliers
1. Drain the cooling system. Refer to Draining and Filling Cooling System in Engine Cooling. 2. Use
J 38185 in order to position aside the heater hose inlet and/or outlet clamp. 3. Disconnect the
heater inlet hose and/or the outlet hose from the inlet and/or outlet pipe.
4. Use J 38185 in order to position aside the heater core inlet and/or outlet hose clamp. 5.
Disconnect the heater inlet hose and/or the outlet hose from the heater core. 6. Remove the heater
inlet hose and/or the outlet hose.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair >
Handling of Refrigerant Lines and Fittings > Page 2407
1. Install the heater inlet hose and/or outlet hose. 2. Connect the heater inlet hose and/or the outlet
hose to the heater core.
IMPORTANT: Position heater core hose clamps in the indicated location.
3. Use J 38185 in order to secure the heater core hose inlet and/or outlet clamp.
4. Connect the heater inlet hose and/or the outlet hose to the inlet and/or outlet pipe. 5. Use J
38185 in order to secure the heater hose inlet and/or outlet clamp. 6. Refill the cooling system.
Refer to Draining and Filling Cooling System in Engine Cooling.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair >
Handling of Refrigerant Lines and Fittings > Page 2408
Heater Hose: Service and Repair Heater Pipe Replacement - Inlet
TOOLS REQUIRED
J 38185 Hose Clamp Pliers
1. Drain the cooling system. Refer to Draining and Filling Cooling System in Engine Cooling. 2.
Remove the air cleaner and duct assembly. 3. Disconnect the inlet hose (3) from the inlet pipe. 4.
Use J 38185 in order to position aside the heater hose inlet clamp.
5. Remove the inlet pipe mounting nut. 6. Remove the inlet pipe.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Heater Hose > Component Information > Service and Repair >
Handling of Refrigerant Lines and Fittings > Page 2409
1. Install the inlet pipe.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the inlet pipe mounting nut.
Tighten Tighten the heater inlet pipe nut to 7 N.m (62 lb in).
3. Connect the inlet hose (3) to the inlet pipe. 4. Use J 38185 in order to position the heater hose
inlet clamp. 5. Install the air cleaner and duct assembly. 6. Refill the cooling system. Refer to
Draining and Filling Cooling System in Engine Cooling.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Specifications
Hose/Line HVAC: Specifications
Compressor Hose to Accumulator Nut 16 Nm
Compressor Hose to Compressor Nut/Bolt 33 Nm
Compressor Hose to Condenser Nut 16 Nm
Suction Hose at Block Fitting Bolt 16 Nm
Suction Hose Nut at Accumulator 47 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement
Hose/Line HVAC: Service and Repair Compressor Hose Assembly Replacement
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Remove the air cleaner and duct assembly. 3. Remove
the cross vehicle brace. 4. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging.
5. Remove the compressor hose nut from the condenser and position the compressor hose aside.
6. Remove the compressor hose nut from the accumulator and position the compressor hose
aside.
7. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in General Information. 8.
Remove the lower air deflector.
IMPORTANT: Remove and discard all the used O-rings and sealing washers.
9. Remove the compressor line at the compressor.
10. Remove the compressor hose assembly.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2415
1. Install the compressor hose assembly.
IMPORTANT: Lubricate the new O-rings with mineral base 525 viscosity refrigerant oil.
2. Install the new O-rings onto the compressor hose assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install the compressor hose assembly at the rear of the compressor.
Tighten Tighten the compressor hose bolt to 33 N.m (24 lb ft).
4. Install the compressor hose to the accumulator. 5. Install the compressor hose nut onto the
accumulator.
Tighten Tighten the compressor hose nut to 16 N.m (12 lb ft).
6. Install the compressor hose to the condenser. 7. Install the compressor hose nut.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2416
Tighten Tighten the compressor hose nut to 16 N.m (12 lb ft).
8. Install the lower air deflector. 9. Lower the vehicle.
10. Evacuate and recharge the system. Refer to Refrigerant Recovery and Recharging. See:
Fluids/Refrigerant/Service and Repair 11. Inspect the system for leaks. Refer to Leak Testing. 12.
Install the cross vehicle brace. 13. Install the air cleaner and duct assembly. 14. Connect the
negative battery cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2417
Hose/Line HVAC: Service and Repair Condenser Tube Replacement
REMOVAL PROCEDURE
1. Remove the air cleaner and duct assembly. 2. Remove the cross vehicle brace. 3. Recover the
refrigerant. Refer to Refrigerant Recovery and Recharging. 4. Remove the vacuum brake booster.
5. Remove the liquid line from the bracket. 6. Raise and support the vehicle. Refer to Lifting and
Jacking the Vehicle in General Information. 7. Remove the lower air deflector. 8. Disconnect the
electrical connector (2) from the A/C refrigerant pressure sensor (1).
9. Remove the liquid line nut at the condenser.
10. Lower the vehicle. 11. Remove the liquid line nut at the orifice. 12. Disconnect the transmission
shift cable retainer from the strut tower and position aside the transmission shift cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2418
IMPORTANT: Use care when removing the tube.
13. Remove the liquid line. 14. Remove and discard the O-rings.
INSTALLATION PROCEDURE
IMPORTANT: The new O-ring seals must be lubricated with mineral base 525 viscosity refrigerant
oil.
1. Install new O-ring seals onto the liquid line. 2. Install the liquid line into place.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install the liquid line nut at the orifice.
Tighten Tighten the liquid line nut to 27 N.m (20 lb ft).
4. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in General Information. 5.
Install the liquid line nut at the condenser.
Tighten Tighten the liquid line nut to 27 N.m (20 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2419
6. Connect the electrical connector (2) to the A/C refrigerant pressure sensor (1). 7. Install the
lower air deflector. 8. Lower the vehicle. 9. Install the liquid line into the bracket.
10. Install the vacuum brake booster. 11. Evacuate and charge the system. Refer to Refrigerant
Recovery and Recharging. See: Fluids/Refrigerant/Service and Repair 12. Inspect the system for
leaks. 13. Install the cross vehicle brace. 14. Install the air cleaner and duct assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2420
Hose/Line HVAC: Service and Repair Evaporator Tube Replacement
REMOVAL PROCEDURE
1. Remove the air cleaner and duct assembly. 2. Remove the cross vehicle brace. 3. Recover the
refrigerant. Refer to Refrigerant Recovery and Recharging. 4. Remove the liquid/suction line
bracket. 5. Remove the vacuum brake booster. 6. Remove the liquid line nut at the orifice.
7. Remove the liquid line at the block fitting.
IMPORTANT: Use care when removing the liquid line.
8. Remove the liquid line. 9. Remove and discard the O-rings.
INSTALLATION PROCEDURE
IMPORTANT: The new O-ring seals must be lubricated with mineral base 525 viscosity refrigerant
oil.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2421
1. Install the new O-ring seals onto the liquid line. Refer to O-ring Replacement. 2. Install the liquid
line into place.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install the liquid line at the block fitting.
Tighten Tighten the liquid line block fitting bolt to 16 N.m (12 lb ft).
4. Install the liquid line nut at the orifice.
Tighten Tighten the liquid line nut to 27 N.m (20 lb ft).
5. Install the liquid line/suction line bracket. 6. Install the vacuum brake booster. 7. Evacuate and
charge the system. Refer to Refrigerant Recovery and Recharging. See: Fluids/Refrigerant/Service
and Repair 8. Inspect the system for leaks. Refer to Leak Testing. 9. Install the cross vehicle brace.
10. Install the air cleaner and duct assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2422
Hose/Line HVAC: Service and Repair Suction Hose Replacement
REMOVAL PROCEDURE
1. Remove the air cleaner and duct assembly. 2. Remove the cross vehicle brace. 3. Recover the
refrigerant. Refer to Refrigerant Recovery and Recharging. 4. Remove the brake modulator
bracket. 5. Remove the liquid/suction line bracket.
6. Remove the suction line nut at the accumulator and position aside the suction line.
7. Remove the suction line block fitting bolt.
IMPORTANT: Use care when removing the suction line.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2423
8. Remove the suction line. 9. Remove and discard the suction line O-rings seals.
INSTALLATION PROCEDURE
IMPORTANT: The new O-ring seals must be lubricated with mineral base 525 viscosity refrigerant
oil.
1. Install the new O-ring seals onto the suction line. 2. Install the suction line into place. 3. Install
the suction line into the block fitting.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Install the suction line block fitting bolt.
Tighten Tighten the suction line block fitting bolt to 16 N.m (12 lb ft).
5. Install the suction line to the accumulator.
Tighten Tighten the suction line nut to 47 N.m (35 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Hose/Line HVAC > Component Information > Service and Repair >
Compressor Hose Assembly Replacement > Page 2424
6. Install the liquid/suction line bracket. 7. Install the brake modulator bracket. 8. Evacuate and
recharge the system. Refer to Refrigerant Recovery and Recharging. See:
Fluids/Refrigerant/Service and Repair 9. Inspect the A/C system for leaks. Refer to Leak Testing.
10. Install the cross vehicle brace. 11. Install the air cleaner and duct assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information >
Specifications > Fastener Tightening Specifications
Power Steering Line/Hose: Specifications
Power Steering Cooler Pipe Bolt 84 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information >
Specifications > Fastener Tightening Specifications > Page 2429
Power Steering Line/Hose: Specifications
Power Steering Return Hose Clamp Fitting to Power Steering Pump 20 ft.lb
Power Steering Pressure Line Fitting to Power Steering Gear 20 ft.lb
Power Steering Pressure Line Fitting to Power Steering Pump 20 ft.lb
Power Steering Return Line Fitting to Power Steering Gear 20 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and
Repair > Power Steering Hoses Replacement
Power Steering Line/Hose: Service and Repair Power Steering Hoses Replacement
Removal Procedure
1. Place a drain pan under the vehicle.
2. Remove the clamps from the power steering return line to the power steering pump. 3. Remove
the rubber section of hose that connects the power steering return line to the power steering pump.
4. Remove the rubber section of the power steering return line from the vehicle. 5. Raise and
support the vehicle. Refer to Vehicle Lifting. 6. Remove the clamps from the power steering return
line and the power steering cooler pipe. 7. Remove the rubber section of hose that connects the
power steering return line to the power steering cooler pipe. 8. Remove the rubber section of the
power steering return line from the vehicle.
Installation Procedure
1. Position the rubber section of the power steering return line to the vehicle. 2. Install the rubber
section of hose that connects the power steering return line to the power steering cooler pipe. 3.
Install the clamps to the power steering return line and the power steering cooler pipe. 4. Lower the
vehicle. 5. Position the rubber section of the power steering return line to the vehicle. 6. Install the
rubber section of hose that connects the power steering return line to the power steering pump. 7.
Install the clamps to the rubber section of hose that connects the power steering return line to the
power steering pump. 8. Remove the drain pan from under the vehicle. 9. Fill the power steering
system. Refer to Refilling the Power Steering System.
10. Bleed the power steering system. Refer to Bleeding the Power Steering System. 11. Inspect
the power steering system for leaks. Refer to Steering and Suspension Leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and
Repair > Power Steering Hoses Replacement > Page 2432
Power Steering Line/Hose: Service and Repair P/S Cooler Pipe/Hose Replacement
Removal Procedure
1. Remove the engine mount struts from the engine. Refer to Engine Mount Strut Replacement
(Left) and Engine Mount Strut Replacement (Right) in
Engine.
2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the tire and wheel assembly.
Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 4. Place a drain
pan under the vehicle.
Notice: The front wheels of the vehicle must be maintained in the straight ahead position and the
steering column must be in the LOCK position before disconnecting the steering column or
intermediate shaft. Failure to follow these procedures will cause improper alignment of some
components during installation and result in damage to the SIR coil assembly.
5. Remove the intermediate steering shaft from the power steering gear stub shaft. Refer to
Intermediate Steering Shaft Replacement in Steering
Wheel and Column - Tilt.
6. Use a utility stand in order to support the frame. 7. Remove the frame bolts from the rear of the
frame. Refer to Frame Removal in Frame and Underbody.
Notice: Do not lower the rear of the frame too far as damage to the engine components nearest to
the cowl may result.
8. Use the utility stand in order to lower the rear of the frame to gain access. 9. Remove the power
steering return hose from the power steering pump to the power steering cooler pipe.
10. Remove the power steering return line from the power steering gear. 11. Remove the power
steering return line from the clamp on the power steering gear. 12. Remove the power steering
cooler pipe retaining clips. 13. Remove the power steering cooler pipe from the vehicle.
Installation Procedure
1. Install the power steering cooler pipe to the vehicle. 2. Install the power steering cooler pipe
retaining clips.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and
Repair > Power Steering Hoses Replacement > Page 2433
3. Install the power steering return line to the power steering gear. Refer to Power Steering Return
Hose Replacement. 4. Install the power steering return line to the clamp on the power steering
gear. 5. Install the power steering return hose from the power steering pump to the power steering
cooler pipe. 6. Use the utility stand in order to raise the frame. 7. Install NEW frame bolts to the
rear of the frame. Refer to Frame Removal in Frame and Underbody. 8. Install the intermediate
steering shaft to the power steering gear stub shaft. Refer to Intermediate Steering Shaft
Replacement in Steering Wheel
and Column-Tilt.
9. Install the tire and wheel assembly. Refer to Tire and Wheel Removal and Installation in Wheels,
Tires and Alignment.
10. Remove the drain pan from under the vehicle. 11. Lower the vehicle. 12. Install the engine
mount struts to the engine. Refer to Engine Mount Strut Replacement (Left) and Engine Mount
Strut Replacement (Right) in
Engine.
13. Fill the power steering fluid reservoir. Refer to Refilling the Power Steering System. 14. Bleed
the power steering system. Refer to Bleeding the Power Steering System. 15. Inspect the power
steering system for leaks. Refer to Steering and Suspension Leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and
Repair > Power Steering Hoses Replacement > Page 2434
Power Steering Line/Hose: Service and Repair P/S Pressure Hose Replacement
Removal Procedure
1. Place a drain pan under the vehicle.
2. Remove the power steering pressure line from the power steering pump. 3. Remove the power
steering pressure line from the power steering lines retaining bracket on the engine.
4. Remove the power steering line from the power steering gear performing the following steps:
4.1. The power steering pressure line is the lower line at the power steering gear.
4.2. Using a 18 mm (crow's foot line wrench with a 2 foot long, 3/8 inch drive extension).
4.3. Access the line from the engine compartment, between the rocker arm cover and the front of
the dash mat.
5. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and
Repair > Power Steering Hoses Replacement > Page 2435
6. Remove the power steering pressure line (1) from the clamps on the power steering gear. 7.
Remove the power steering pressure line (1) from the vehicle.
Installation Procedure
1. Install the power steering pressure line (1) to the vehicle. 2. Install the power steering pressure
line (1) to the clamps on the power steering gear. 3. Lower the vehicle.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the power steering pressure line to the power steering gear.
Use a 18 mm crow's foot line wrench with a 2 foot long, 3/8 inch drive extension. Tighten the power
steering pressure line fitting to the power steering gear to 27 Nm (20 ft. lbs.).
5. Install the power steering pressure line to the power steering lines retaining bracket on the
engine.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and
Repair > Power Steering Hoses Replacement > Page 2436
6. Install the power steering pressure line to the power steering pump.
Tighten the power steering pressure line fitting to the power steering pump to 27 Nm (20 ft. lbs.).
7. Fill the power steering system with power steering fluid. Refer to Refilling the Power Steering
System. 8. Bleed the power steering system. Refer to Bleeding the Power Steering System. 9.
Inspect the power steering system for leaks. Refer to Steering and Suspension Leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Power Steering Line/Hose > Component Information > Service and
Repair > Power Steering Hoses Replacement > Page 2437
Power Steering Line/Hose: Service and Repair P/S Return Line Replacement
Removal Procedure
1. Place a drain pan under the vehicle in order to catch any draining power steering fluid.
2. Remove the power steering return hose from the power steering pump. 3. Remove the power
steering return hose from the power steering lines retaining bracket on the engine. 4. Remove the
power steering return hose from the power steering cooler pipe. 5. Remove the power steering
return hose from the vehicle.
Installation Procedure
1. Install the power steering return hose. 2. Install the power steering return hose to the power
steering cooler pipe. 3. Install the power steering return hose to the power steering lines retaining
bracket on the engine. 4. Install the power steering return hose to the power steering pump. 5. Fill
the power steering system. Refer to Refilling the Power Steering System 6. Bleed the power
steering system. Refer to Bleeding the Power Steering System 7. Inspect the power steering
system for leaks. Refer to Steering and Suspension Leaks 8. Remove the drain pan from under the
vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Radiator Hose > Component Information > Service and Repair >
Radiator Hose Replacement - Inlet
Radiator Hose: Service and Repair Radiator Hose Replacement - Inlet
Removal Procedure
- Tools Required J 38185 Hose Clamp Pliers
1. Partially drain the cooling system. Refer to Draining and Filling Cooling System. 2. Remove the
left diagonal brace. Refer to Brace Replacement - Front Fender Upper Diagonal (impala) or Brace
Replacement - Front Fender Upper
Diagonal (Monte Carlo) in Body and Frame.
3. Use the J 38185 in order to reposition the hose clamp at the thermostat housing. Disconnect the
inlet hose (1) from the thermostat housing
4. Use the J 38185 in order to reposition the hose clamp at the radiator. 5. Disconnect the inlet
hose from the radiator. Remove the inlet hose.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Radiator Hose > Component Information > Service and Repair >
Radiator Hose Replacement - Inlet > Page 2442
1. Align the marks on the hose. Install the inlet hose to the radiator. 2. Use the J 38185 in order to
reposition and install the hose clamp at the radiator.
3. Connect the inlet hose (1) to the thermostat housing. 4. Use the J 38185 in order to reposition
and install the inlet hose at the thermostat housing. 5. Install the left diagonal brace. Refer to Brace
Replacement - Front Fender Upper Diagonal (Impala) or Brace Replacement - Front Fender Upper
Diagonal (Monte Carlo) in Body and Frame.
6. Fill the cooling system. Refer to Draining and Filling Cooling System. 7. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Radiator Hose > Component Information > Service and Repair >
Radiator Hose Replacement - Inlet > Page 2443
Radiator Hose: Service and Repair Radiator Hose Replacement - Outlet
Removal Procedure
- Tools Required J 38185 Hose Clamp Pliers
1. Drain the cooling system. Refer to Draining and Filling Cooling System. 2. Use the J 38185 in
order to reposition the hose clamp at water pump housing. 3. Disconnect the outlet hose (2) from
the water pump housing.
4. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 5. Remove the radiator lower air
deflector. Refer to Radiator Air Baffle Assemblies and Deflectors (Upper) or Radiator Air Baffle
Assemblies and
Deflectors (Side) or Radiator Air Baffle Assemblies and Deflectors (Lower).
6. Use the J 38185 in order to reposition the hose clamp at radiator. 7. Disconnect the outlet hose
from the radiator. Remove the outlet hose.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Hoses > Radiator Hose > Component Information > Service and Repair >
Radiator Hose Replacement - Inlet > Page 2444
1. Align the marks on the hose. Install the outlet hose to the radiator. 2. Use the J 38185 in order to
reposition and install the hose clamp at the radiator. 3. Install the radiator lower air deflector. Refer
to Radiator Air Baffle Assemblies and Deflectors (Upper) or Radiator Air Baffle Assemblies and
Deflectors (Side) or Radiator Air Baffle Assemblies and Deflectors (Lower).
4. Lower the vehicle.
5. Connect the outlet hose to the water pump housing (2). 6. Use the J 38185 in order to reposition
and install the hose clamp at the water pump housing. 7. Fill the cooling system. Refer to Draining
and Filling Cooling System. 8. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins
> Brake Fluid - Level & Filling Recommendations
Brake Fluid: Technical Service Bulletins Brake Fluid - Level & Filling Recommendations
File In Section: 05 - Brakes
Bulletin No.: 00-05-22-004
Date: May, 2000
INFORMATION
Subject: Brake Fluid Level and Filling Recommendations
Models: 2001 and Prior Passenger Cars and Trucks
Many dealers and after-market repair shops advertise multi-point fluid "top-ups" in conjunction with
oil changes or regular maintenance packages. These offers often include adding brake fluid to the
master cylinder reservoir. There are only two reasons why the brake fluid level in the brake
reservoir might go down. The first is that the brake fluid level goes down an acceptable level during
normal brake lining wear. When the linings are replaced, the fluid will return to it's original level.
The second possible reason for a low fluid level is that fluid is leaking out of the brake system. If
fluid is leaking, the brake system requires repair and adding additional fluid will not correct the leak.
If the system was properly filled during delivery of the vehicle, no additional fluid should be required
under most circumstances between brake pad and/or shoe replacements. This information can be
reinforced with the customer by referring them to the Brake Fluid section of their vehicle's Owner's
Manual.
Guidelines
GM vehicles have incorporated a variety of brake fluid reservoir styles. The following guidelines are
restricted to the plastic bodied fluid reservoirs and do not affect the original service
recommendations for the older style metal bodied units.
You may encounter both black plastic and translucent style reservoirs. You may have reservoirs
with:
^ A MAX fill mark only
^ A MIN fill mark only
^ Both MAX and MIN marks
The translucent style reservoirs do not have to have the covers removed in order to view the fluid
level. It is a good practice not to remove the reservoir cover unless necessary to reduce the
possibility of contaminating the system. Use the following guidelines to assist in determining the
proper fluid level.
Important:
When adding brake fluid, use Delco Supreme II(R) Brake Fluid, GM P/N 12377967 or equivalent
brand bearing the DOT-3 rating only.
Important:
At no time should the fluid level be allowed to remain in an overfilled condition. Overfilling the brake
reservoir may put unnecessary stress on the seals and cover of the reservoir. Use the following
guidelines to properly maintain the fluid level. If the reservoir is overfilled, siphon out the additional
fluid to comply with the guidelines below.
Important:
If under any circumstance the brake fluid level is extremely low in the reservoir or the BRAKE
warning indicator is illuminated, the brake system should be checked for leaks and the system
repaired in addition to bringing the fluid level up to the recommended guidelines outlined below. A
leaking brake system will have reduced braking performance and will eventually not work at all.
Important:
Some vehicles have reservoirs that are very sensitive to brake fluid levels and may cause the
BRAKE indicator to flicker on turns as the fluid approaches the minimum required level. If you
encounter a vehicle with this concern, increase the fluid level staying within the guidelines outlined
below.
^ If the reservoir has a MAX level indicator, the reservoir should be returned to the MAX marking
only at the time new brake pads and/or shoes are installed. If the reservoir fluid level is at the
half-way point or above do not attempt to add additional brake fluid during routine fluid checks.
^ If the reservoir has both MAX and MIN indicators, the fluid level should be maintained above the
MIN indicator during routine fluid checks and returned to the MAX indication only after new brake
pads and/or shoes are installed.
^ For reservoirs with only a MIN indication, the fluid level should be maintained above the MIN
indicator during routine fluid checks. Return the
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins
> Brake Fluid - Level & Filling Recommendations > Page 2450
reservoir fluid level to full only after installing new brake pads and/or shoes. A full reservoir is
indicated on translucent, snap cover reservoirs by a fluid level even with the top level of the view
window imprinted into the side of the reservoir. On screw top models in black or translucent plastic,
the full level is just below the bottom of the filler neck.
Parts Information
Part Number Description
12377967 Brake Fluid
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Brake Fluid > Component Information > Technical Service Bulletins
> Page 2451
Brake Fluid: Specifications
Brake Fluid Type Delco Supreme II (R) Fluid, GM P/N 12377967 Or DOT-3 Equivalent
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins >
Cooling System - DEX-COOL(R) Coolant Leak Detection Dye
Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye
Bulletin No.: 05-06-02-002B
Date: January 18, 2008
INFORMATION
Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6
Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn)
1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008
Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine
2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X
*EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave
Supercede:
This bulletin is being revised to include additional model years. Please discard Corporate Bulletin
Number 05-06-02-002A (Section 06 - Engine/Propulsion System).
Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause
DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional
(green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R)
system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the
leak detection dye which alters the color of the DEX-COOL(R) coolant.
A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released
that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak
detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any
system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220)
should be used. The new leak detection dye can be used with both conventional and
DEX-COOL(R) coolant.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins >
Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2456
Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information
Bulletin No.: 00-06-02-006D
Date: August 15, 2006
INFORMATION
Subject: Engine Coolant Recycling and Warranty Information
Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior
HUMMER Vehicles 2005-2007 Saab 9-7X
Attention:
Please address this bulletin to the Warranty Claims Administrator and the Service Manager.
Supercede:
This bulletin is being revised to adjust the title and Include Warranty Information. Please discard
Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System).
Coolant Reimbursement Policy
General Motors supports the use of recycled engine coolant for warranty repairs/service, providing
a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at
the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement
is required during a warranty repair, it is crucial that only the relative amount of engine coolant
concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of
pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement
for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the
appropriate warranty parts handling allowance.
Licensed Approved DEX-COOL(R) Providers
Important:
USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE
FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM
ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE
COOLING SYSTEM WARRANTY UNDER JEOPARDY.
Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products
that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not
been tested or approved by General Motors. Non-approved coolants may degrade the
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins >
Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2457
coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant.
Coolant Removal Services/Recycling
The tables include all coolant recycling processes currently approved by GM. Also included is a
primary phone number and demographic information. Used DEX-COOL(R) can be combined with
used conventional coolant (green) for recycling. Depending on the recycling service and/or
equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or
DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this
bulletin may be used during the vehicle(s) warranty period.
DEX-COOL(R) Recycling
The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste
engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000
km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled
DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages.
This is currently a limited program being monitored by GM Service Operations which will be
expanded as demand increases.
Conventional (Green) Recycling
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins >
Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2458
Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or
conventional) to a conventional (green) coolant. Recycling conventional coolant can be
accomplished at your facility by a technician using approved EQUIPMENT (listed by model number
in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your
facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of
these two categories. Should you decide to recycle the coolant yourself, strict adherence to the
operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective
(GM approved) recycling equipment manufacturer.
Sealing Tablets
Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item
after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs
have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over
the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a
small leak in the cooling system. When a condition appears in which seal tabs may be
recommended, a specific bulletin will be released describing their proper usage.
Water Quality
The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water.
DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service
interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor
quality water. If you suspect the water in your area of being poor quality, it is recommended you
use distilled or de-ionized water with DEX-COOL(R).
"Pink" DEX-COOL(R)
DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the
mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color
shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5
yr/150,000 mile (240,000 km) service interval.
Back Service
Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Technical Service Bulletins >
Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 2459
Contamination
Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5
yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated
condition. If contamination occurs, the cooling system must be flushed twice immediately and
re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced
properties and extended service interval of DEX-COOL(R).
After 5 years/150,000 miles (240,000 km)
After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant
exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems
with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same,
and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km)
Equipment (Coolant Exchangers)
The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant
exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be
used to perform coolant replacement without spillage, and facilitate easy waste collection. They
can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling
system components. It is recommended that you use a coolant exchanger with a vacuum feature
facilitates removing trapped air from the cooling system. This is a substantial time savings over
repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows
venting of a hot system to relieve system pressure. Approved coolant exchangers are available
through the GMDE (General Motors Dealer Equipment) program.
For refilling a cooling system that has been partially or fully drained for repairs other than coolant
replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of
trapped air from the cooling system during refill.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Capacity
Specifications
Coolant: Capacity Specifications
Coolant Capacity 11.3 qt (US)
Note: Recheck fluid level after filling system.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Capacity
Specifications > Page 2462
Coolant: Fluid Type Specifications
Type Goodwrench(R) or Havoline(R) Silicate-Free DEX-COOL(R)
Coolant/Water Mixture 50/50 %
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 2463
Coolant: Service and Repair
Ethylene glycol/water fill ratios have been established to ensure a minimum of 50 percent ethylene
glycol. Ensure that all the engine block drains and air bleeds are utilized. The cooling system
capacity for the 3.41L is 10.4 liters (10.9 quarts). The cooling system capacity for the 3.81L is 9.6
liters (10.1 quarts). The quantities listed in the filling procedure include the additional quantity to
displace the air remaining in the cooling system after a static refill. Unless the cooling system is
completely drained, residual coolant reduces the amount of coolant required to fill the system.
Always check the freeze point protection after filling a cooling system. Using the correct fill ratio
and the following procedures will ensure a minimum concentration of 50 percent ethylene glycol.
Every five years or 240,000 km, (150,000 miles), whichever occurs first, the cooling system should
be drained and filled using the following procedure.
Caution: As long as there is pressure in the cooling system, the temperature can be considerably
higher than the boiling temperature of the solution in the radiator without causing the solution to
boil. Removal of the pressure cap while the engine is hot and pressure is high will cause the
solution to boil instantaneously -possibly with explosive force - spewing the solution over the
engine, fenders and the person removing the cap.
Notice: When adding coolant, it is important that you use GM Goodwrench DEX-COOL(R) or
HAVOLINE(R) DEX-COOL(R) coolant. If Coolant other than DEX-COOL(R) or HAVOLINE(R)
DEX-COOL(R) is added to the system the engine coolant will require change sooner-at 50 000 km
(30,000 mi) or 24 months.
Draining Procedure
Important: This procedure significantly increases the amount of used coolant and diluted hazardous
waste.
1. Park the vehicle on a level surface. 2. Remove and clean coolant recovery reservoir. 3. Remove
the radiator cap when the engine is cool:
3.1. Slowly rotating the cap counterclockwise to the detent. Do not press down while rotating
pressure cap. 3.2. Wait until any residual pressure (indicated by a hissing sound) is relieved. 3.3.
After all hissing stops, continue to rotate the cap counterclockwise.
Important: Store the used coolant in a used coolant holding tank. Submit the used coolant for
recycling.
4. Place a drain pan under vehicle to collect all the drained coolant.
Important: For procedures requiring the cooling system to be partially drained, opening the radiator
drain valve should provide sufficient draining and no further actions should be necessary.
5. Open the radiator drain valve located at the bottom of the radiator tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 2464
6. 3.4L - Open the air bleed vent (1) on the thermostat housing. The air bleed vent should be
opened two to three turns.
7. 3.4L - Open the air bleed vent (1) on the thermostat bypass pipe. The air bleed vent should be
opened two to three turns.
8. 3.8L - Open the air bleed vent (1) on the thermostat housing. The air bleed vent should be
opened two to three turns.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 2465
9. 3.4L - Remove the engine block coolant drain plug from the engine left side.
10. 3.4L - Remove the engine block coolant drain plug from the engine right side.
11. 3.8L - Remove both block drains (knock sensors).
Important: Dispose of used coolant in a proper fashion. Never pour used coolant down the drain.
Ethylene glycol antifreeze is a very toxic chemical; disposing of it into the sewer system or ground
water is both illegal and ecologically unsound!
12. Allow the coolant to drain completely.
Filling Procedure
Notice: DO NOT use cooling system seal tabs (or similar compounds) unless otherwise instructed.
The use of cooling system seal tabs (or similar compounds) may restrict coolant flow through the
passages of the cooling system or the engine components. Restricted coolant flow may cause
engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 2466
overheating and/or damage to the cooling system or the engine components/assembly.
1. Close the radiator drain valve.
2. 3.8L - Install both block drains (knock sensors).
3. 3.4L - Install the engine block coolant drain plug to the engine right side.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 2467
4. 3.4L - Install the engine block coolant drain plug to the engine left side. 5. Remove the coolant
recovery reservoir and empty. Flush the reservoir with clean water. Install the coolant recovery
reservoir. Refer to Coolant
Recovery Reservoir Replacement.
Important: When filling the cooling system, add GM approved Ethylene Glycol Coolant DEX-COOL GM P/N
12346290.
- If the cooling system is being refilled ONLY (no flush), a 50 percent ethylene glycol and 50
percent clean drinkable water mixture should be used to fill the system. Fill the system until the
level of the 50/50 mixture has reached the base of the radiator neck. Wait two minutes. Check the
level of the coolant mixture. Add a 50/50 ethylene glycol/water mixture as necessary to restore the
coolant mixture level to the base of the radiator neck.
6. Slowly fill the cooling system through the radiator neck using the following procedure:
6.1. If the coolant system has been flushed first add 100 percent ethylene glycol:
- 3.4L - 5.2 L (5.45 qt.)
- 3.8L - 4.8 L (5.05 qt.)
6.2. Slowly add clean drinkable water to the system until the level of the coolant mixture has
reached the base of the radiator neck. 6.3. Wait for two minutes. Check the level of the coolant
mixture. Add clean drinkable water if necessary to restore the coolant mixture level to
the base of the radiator neck.
7. Install the radiator cap making certain the arrows line up with the overflow tube.
8. 3.8L - Close the air bleed valve (1) on the thermostat housing.
Important: DO NOT over-torque the air bleed valve. The air bleed valve is made out of brass.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Coolant > Component Information > Specifications > Page 2468
9. 3.4L - Close the air bleed valve (1) on the thermostat bypass pipe.
10. 3.4L - Close the air bleed valve (1) on the thermostat housing. 11. Fill the coolant recovery
reservoir to the COLD mark with of a 50/50 mixture of ethylene glycol and clean drinkable water.
Notice: The Low Coolant warning/indicator lamp may come on after this procedure. If after
operating the vehicle so that the engine heats up and cools down three times, the Low Coolant
warning/indicator lamp does not go out, or fails to come on at the ignition check, and the coolant is
above the full cold mark in the reservoir, refer to Low Coolant Warning/indicator Lamp in Instrument
Panel, Gauges and Warning Indicators. If at any time the Temperature warning/indicator lamp
comes on, immediate action is required. Turn OFF the engine and allow the vehicle to cool. Do not
remove the coolant recovery reservoir cap at this time.
12. Inspect the freeze protection of the engine coolant after the engine heats up and cools down
three times using a refractometer or a
thermohydrometer to ensure proper freeze -37° C (-34° F) protection. Obtain the coolant mixture
for the inspection from the base of the radiator neck, NOT from the coolant recovery reservoir.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins
> A/T - DEXRON(R)-VI Fluid Information
Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information
INFORMATION
Bulletin No.: 04-07-30-037E
Date: April 07, 2011
Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF)
Models:
2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008
HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION
2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo,
Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except
2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only
Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT
(MJ7/MJ8) Transmission Only Except 2008 Saturn Astra
Attention:
DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs
for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R)
transmission fluids.
Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin
Number 04-07-30-037D (Section 07 - Transmission/Transaxle).
MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING
The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle
that previously required DEXRON(R)-III for a manual transmission or transfer case should now use
P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual
transmissions and transfer cases require a different fluid. Appropriate references should be
checked when servicing any of these components.
Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid.
Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations.
Some of our customers and/or General Motors dealerships/Saturn Retailers may have some
concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and
transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for
General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R)
transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the
J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with
DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as
noted above).
DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic
transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair
or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use
in automatic transmissions/transaxles.
DEXRON(R)-VI ATF
General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle
production.
Current and prior automatic transmission models that had used DEXRON(R)-III must now only use
DEXRON(R)-VI.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins
> A/T - DEXRON(R)-VI Fluid Information > Page 2473
All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with
DEXRON(R)-VI fluid.
DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas:
* These ATF change intervals remain the same as DEXRON(R)-III for the time being.
2006-2008 Transmission Fill and Cooler Flushing
Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the
machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI.
Parts Information
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins
> A/T - DEXRON(R)-VI Fluid Information > Page 2474
Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information
INFORMATION
Bulletin No.: 08-07-30-035B
Date: November 01, 2010
Subject: Information on Water or Ethylene Glycol in Transmission Fluid
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission
Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin
Number 08-07-30-035A (Section 07 - Transmission/Transaxle).
Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission
components and will have a negative effect on reliability and durability of these parts. Water or
ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder
during engagement or gear changes, especially during torque converter clutch engagement.
Indications of water in the ATF may include:
- ATF blowing out of the transmission vent tube.
- ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a
strawberry milkshake.
- Visible water in the oil pan.
- A milky white substance inside the pan area.
- Spacer plate gaskets that appear to be glued to the valve body face or case.
- Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not
compressed.
- Rust on internal transmission iron/steel components.
If water in the ATF has been found and the source of the water entry has not been identified, or if a
leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in
the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of
ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be
obtained and the ATF tested to make an accurate decision on the need for radiator replacement.
This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking
and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These
test kits can be obtained from:
Nelco Company
Test kits can be ordered by phone or through the website listed above. Orders are shipped
standard delivery time but can be shipped on a next day delivery basis for an extra charge. One
test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost
of the complete test kit plus shipping charges should be divided by 10 and submitted on the
warranty claim as a net item.
The transmission should be repaired or replaced based on the normal cost comparison procedure.
Important If water or coolant is found in the transmission, the following components MUST be
replaced.
- Replace all of the rubber-type seals.
- Replace all of the composition-faced clutch plates and/or bands.
- Replace all of the nylon parts.
- Replace the torque converter.
- Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
Important The following steps must be completed when repairing or replacing.
Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number
02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096
TransFlow.
- Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins
> A/T - DEXRON(R)-VI Fluid Information > Page 2475
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Technical Service Bulletins
> A/T - DEXRON(R)-VI Fluid Information > Page 2476
Fluid - A/T: Technical Service Bulletins A/T - Oil Cooler Flushing/Flow Check Procedures
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 99-07-30-017A
Date: February, 2003
INFORMATION
Subject: Automatic Transmission Oil Cooler Flushing and Flow Check Procedures
Models: 2003 and Prior GM Light Duty Trucks 2003 HUMMER H2 with Allison(R) Automatic
Transmission (RPO M74)
This bulletin revises bulletin 99-07-30-017 to reflect the release of the new Transflow(R) J 45096
Transmission Cooling System Service Tool. The Transflow(R) Transmission Cooling System
Service Tool is to be used for all vehicles. Please discard Corporate Bulletin Number 99-07-30-017
(Section 07 - Transmission/Transaxle). Refer to Corporate Bulletin Number 02-07-30-052.
Important:
If you were sent here by the instruction booklet for the J 45096 TransFlow(R) machine, note that
the table has been moved to Corporate Bulletin Number 02-07-30-052.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Specifications > Capacity
Specifications
Fluid - A/T: Capacity Specifications
Transmission Fluid Pan Removal ........................................................................................................
............................................................................................. 7.0L (7.4 Qt) Overhaul ...........................
..............................................................................................................................................................
................. 9.5L (10.0 Qt) Dry ..............................................................................................................
.................................................................................................. 12.7L (13.4 Qt)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Fluid - A/T > Component Information > Specifications > Capacity
Specifications > Page 2479
Fluid - A/T: Fluid Type Specifications
Transmission Fluid Type
Type .....................................................................................................................................................
...................................... DEXRON III or Equivalent
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins
> Engine - GM dexos 1 and dexos 2(R) Oil Specifications
Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications
INFORMATION
Bulletin No.: 11-00-90-001
Date: March 14, 2011
Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for
Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or
Complete Oil Change
Models:
2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with
Duramax(TM) Diesel Engines
GM dexos 1(TM) Information Center Website
Refer to the following General Motors website for dexos 1(TM) information about the different
licensed brands that are currently available: http://www.gmdexos.com
GM dexos 1(TM) Engine Oil Trademark and Icons
The dexos(TM) specification and trademarks are exclusive to General Motors, LLC.
Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the
demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM)
specification.
Look on the front label for any of the logos shown above to identify an authorized, licensed dexos
1(TM) engine oil.
GM dexos 1(TM) Engine Oil Specification
Important General Motors dexos 1(TM) engine oil specification replaces the previous General
Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The
oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains
acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be
used in those older vehicles.
In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine
oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil
specification are as follows:
- To meet environmental goals such as increasing fuel efficiency and reducing engine emissions.
- To promote long engine life.
- To minimize the number of engine oil changes in order to help meet the goal of lessening the
industry's overall dependence on crude oil.
dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the
following benefits:
- Further improve fuel economy, to meet future corporate average fuel economy (CAFE)
requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits
throughout the life of the oil.
- More robust formulations for added engine protection and aeration performance.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins
> Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 2484
- Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life
has been depleted.
- Reduce the duplication of requirements for a large number of internal GM engine oil
specifications.
International Lubricants Standardization and Approval Committee (ILSAC)
GF-5 Standard
In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval
Committee (ILSAC) standard called GF-5, was introduced in October 2010.
- There will be a corresponding API category, called: SN Resource Conserving. The current GF-4
standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos
1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a
statistically significant increase in fuel economy versus the Sequence VIB test that was used for
GF-4.
- It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard.
However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification.
- Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API
will begin licensing marketers during October 2010, to produce and distribute GF-5 certified
products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils.
Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy
Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than
doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed
CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet
these future requirements, all aspects of vehicle operation are being looked at more critically than
ever before.
New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel
economy include direct injection, cam phasing, turbocharging and active fuel management (AFM).
The demands of these new technologies on engine oil also are taken into consideration when
determining new oil specifications. AFM for example can help to achieve improved fuel economy.
However alternately deactivating and activating the cylinders by not allowing the intake and
exhaust valves to open contributes to additional stress on the engine oil.
Another industry trend for meeting tough fuel economy mandates has been a shift toward lower
viscosity oils.
dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs:
SAE 0W-20, 5W-20, 0W-30 and 5W-30.
Using the right viscosity grade oil is critical for proper engine performance. Always refer to the
Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being
serviced.
GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals
To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the
GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000
mile (4,830 km) recommendation.
The dexos (TM) specification, with its requirements for improved oil robustness, compliments the
GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle.
If all GM customers with GM Oil Life System equipped vehicles would use the system as intended,
GM estimates that more than 100 million gallons of oil could be saved annually.
GM dexos 2(TM) Information Center Website
Refer to the following General Motors website for dexos 2(TM) information about the different
licensed brands that are currently available: http://www.gmdexos.com
GM dexos 2(TM) Engine Oil Trademark and Icons
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Technical Service Bulletins
> Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 2485
The dexos (TM) specification and trademarks are exclusive to General Motors, LLC.
Only those oils displaying the dexos (TM) trademark and icon on the front label meet the
demanding performance requirements and stringent quality standards set forth in the dexos
(TM)specification.
Look on the front label for any of the logos shown above to identify an authorized, licensed dexos
2(TM) engine oil.
GM dexos 2(TM) Engine Oil Specification
- dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010
vehicles, regardless of where the vehicle was manufactured.
- dexos 2(TM) is the recommended service fill oil for European gasoline engines.
Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting
specification CJ-4.
- dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and
replaces GM-LL-B-025 and GM-LL-A-025.
- dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on
certain chemical components to prolong catalyst life and protect expensive emission reduction
systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum
performance longer.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Specifications > Capacity
Specifications
Engine Oil: Capacity Specifications
Engine Oil
With Filter Change ...............................................................................................................................
............................................................. 4.2L (4.5 Qt)
NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the
recommended level and recheck fluid level.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Specifications > Capacity
Specifications > Page 2488
Engine Oil: Fluid Type Specifications
Engine Oil
API Classification .................................................................................................................................
........................................ Look for Starburst Symbol Grade ...............................................................
..................................................................................................... 5W-30 (preferred), 10W-30 if
above 0° F
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Engine Oil > Component Information > Specifications > Page 2489
Engine Oil: Service Precautions
Look for and use ONLY engine oil that meets GM Specification. Oil that does not have the correct
specification designation can cause engine damage not covered by warranty. Do NOT use engine
oil additives.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Technical Service
Bulletins > Steering - Noise Diagnostics TSB References
Power Steering Fluid: Technical Service Bulletins Steering - Noise Diagnostics TSB References
INFORMATION
Bulletin No.: 06-02-32-009B
Date: November 19, 2008
Subject: Overview of Steering System Noises
Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only),
LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile
Intrigue 2004-2007 Pontiac Grand Prix
Supercede:
This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from
the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering).
The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct
service bulletin for several different steering system noise concerns.
Many customer concerns with the steering system involve specific symptoms (noises heard). Once
the customer concern has been verified, the table above may help identify the correct bulletin to
reference.
If other symptoms are present, or if diagnosis indicates another cause not found in any of the three
service bulletins, refer to SI to diagnose the repair customer concern.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Specifications >
Capacity Specifications
Power Steering Fluid: Capacity Specifications
Complete system 1.5 pt (US)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Power Steering Fluid > Component Information > Specifications >
Capacity Specifications > Page 2496
Power Steering Fluid: Fluid Type Specifications x
x
Power Steering Fluid GM Power Steering Fluid (GM P/N 1050017 - 1 quart or Equivalent)
Cold Climate Power Steering Fluid 12345866 or Equivalent
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins
> A/C - Refrigerant Recovery/Recycling/Equipment
Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment
Bulletin No.: 08-01-38-001
Date: January 25, 2008
INFORMATION
Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment
Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and
Prior HUMMER H2, H3 2005-2008 Saab 9-7X
Attention:
This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C)
Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive
Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be
manufactured in its current state after December 2007 and will be superseded by GE-48800.
The new J2788 standard does not require that GM Dealers replace their ACR2000 units.
ACR2000's currently in use are very capable of servicing today's refrigerant systems when used
correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined
in GM Bulletin 07-01-38-004.
Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800)
will be released as a required replacement for the previously essential ACR2000 (J-43600). This
equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System
Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE)
refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships.
In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination
when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil.
The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush
Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50,
with installation instructions, as a component of the Hybrid essential tool package. Dealerships that
do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore.
Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure.
The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a
Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil.
This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation.
Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C
compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It
may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost
Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be
voided.
Warranty Submission Requirements
The Electronically Generated Repair Data (snapshot summary) and printer functions have been
eliminated from the GE-48800. The VGA display and temperature probes were eliminated to
reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge
Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are
submitted for warranty reimbursement. The charge summary data from before and after system
repairs will continue to required, but documented on the repair order only. Both high and low
pressures and the recovery and charge amounts should be noted during the repair and entered on
the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should
continue to be attached to the shops copy of the repair order.
The labor codes that are affected by this requirement are D3000 through D4500.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins
> A/C - Refrigerant Recovery/Recycling/Equipment > Page 2501
Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant
Bulletin No.: 06-01-39-007
Date: July 25, 2006
INFORMATION
Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning
Systems
Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior
HUMMER H2, H3 2007 and Prior Saab 9-7X
Attention:
This bulletin should be directed to the Service Manager as well as the Parts Manager.
Commercially Available Contaminated R134a Refrigerant
Impurities have been found in new commercially available containers of R134a. High levels of
contaminates may cause decreased performance, and be detrimental to some air-conditioning
components. Accompanying these contaminates has been high levels of moisture.
Tip:
Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced
performance.
Industry Reaction: New Industry Purity Standards
Due to the potential availability of these lower quality refrigerants, the Society of Automotive
Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of
instituting reliable standards that will be carried on the labels of future R134a refrigerant containers.
This identifying symbol will be your assurance of a product that conforms to the minimum standard
for OEM Automotive Air-Conditioning use.
How Can You Protect Yourself Today?
It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These
refrigerants meet General Motors own internal standards for quality and purity, insuring that your
completed repairs are as good as the way it left the factory.
Parts Information
The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R)
distributor in your area can be found by calling 1-800-223-3526 (U.S. Only).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins
> A/C - Refrigerant Recovery/Recycling/Equipment > Page 2502
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins
> A/C - Refrigerant Recovery/Recycling/Equipment > Page 2503
Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recharge Equipment
File In Section: 01 - HVAC
Bulletin No.: 99-01-38-006A
Date: May, 2000
WARRANTY ADMINISTRATION
Subject: J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment
Models: 1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant
This bulletin is being revised to change the effective date and to update the text. Please discard
Corporate Bulletin Number 99-01-38-006 (Section 01 - HVAC).
Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C
system recovery and are reimbursable by GM. Additionally, GM highly recommends that J-43600
ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs.
Important:
Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours
for front systems and 0.7 hours for front/rear dual systems (RPO C69 or C34). After June 1, 2000,
all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for "labor hours
excessive".
After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot
of the air conditioning system operating data. The snapshot includes:
^ Maximum high side pressure.
^ Minimum low side pressure.
^ Duct outlet temperatures (2).
^ Refrigerant purity information.
This information is captured on a paper printout and in a warranty code.
For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order.
The warranty code must be submitted in the warranty claim information in the comments field. The
code enables the reporting of valuable information about the repair to GM for product quality
improvement. Claims submitted without this information may be subject to review and subsequent
debit.
The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing
recovery/recycle equipment that GM dealers are currently using. GM recognizes that many of the
previously essential ACR4's are reaching the end of their useful life. There are several alternatives
for existing equipment that may be considered:
^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair
area.
^ Use the existing equipment as a scavenger unit for contaminated A/C systems.
^ Sell the existing units to repair facilities outside the GM dealer network.
^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the
equipment.
^ Donate the existing equipment to local technical schools.
^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Technical Service Bulletins
> A/C - Refrigerant Recovery/Recycling/Equipment > Page 2504
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Specifications > Capacity
Specifications
Refrigerant: Capacity Specifications
Refrigerant Capacity ............................................................................................................................
......................................................................... 1.0 kg
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Specifications > Capacity
Specifications > Page 2507
Refrigerant: Fluid Type Specifications
Refrigerant Type ..................................................................................................................................
..................................................................... R-134a
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Specifications > Page 2508
Refrigerant: Description and Operation
CAUTION: Refer to Breathing R-134a Caution in Service Precautions.
Refrigerant performs the following functions in the air conditioning system:
^ Absorbs heat ^
Carries heat
^ Releases heat
These vehicles use Refrigerant-134a (R-134a). Refrigerant-134a is a nontoxic, nonflammable,
clear, colorless liquefied gas.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant > Component Information > Specifications > Page 2509
Refrigerant: Service and Repair
REFRIGERANT RECOVERY AND RECHARGING
TOOLS REQUIRED
^ J 39500-B A/C Refrigerant Recovery, Recycling and Recharging (ACR4) System
^ J 41810 Pure Guard 2
^ J 41810-100A Active Flow Control Valve
CAUTION:
^ Avoid breathing the A/C Refrigerant 134a (R-134a) and the lubricant vapor or the mist. Exposure
may irritate the eyes, nose, and throat. Work in a well ventilated area. In order to remove R-134a
from the A/C system, use service equipment that is certified to meet the requirements of SAE J
2210 (R-134a recycling equipment). If an accidental system discharge occurs, ventilate the work
area before continuing service. Additional health and safety information may be obtained from the
refrigerant and lubricant manufacturers.
^ For personal protection, goggles and gloves should be worn and a clean cloth wrapped around
fittings, valves, and connections when doing work that includes opening the refrigerant system. If
R-134a comes in contact with any part of the body severe frostbite and personal injury can result.
The exposed area should be flushed immediately with cold water and prompt medical help should
be obtained.
NOTE:
^ R-134a is the only approved refrigerant for use in this vehicle. The use of any other refrigerant
may result in poor system performance or component failure.
^ To avoid system damage use only R-134a dedicated tools when servicing the A/C system.
^ Use only Polyalkylene Glycol Synthetic Refrigerant Oil (PAG) for internal circulation through the
R-134a A/C system and only 525 viscosity mineral oil on fitting threads and O-rings. If lubricants
other than those specified are used, compressor failure and/or fitting seizure may result.
^ R-12 refrigerant and R-134a refrigerant must never be mixed, even in the smallest of amounts, as
they are incompatible with each other. If the refrigerants are mixed, compressor failure is likely to
occur. Refer to the manufacturer instructions included with the service equipment before servicing.
The J 39500-B removes the Refrigerant - 134a from the vehicle's A/C system. The recovery
procedure uses one filtering cycle. The evacuation procedure uses an automatic multiple pass
filtering cycle. These filtering cycles ensure a constant supply of clean, dry refrigerant for the A/C
system charging.
The Initial Set-Up Instruction Manual, provided with the J 39500-B
For ACR4 technical assistance in the U.S., call 1-800-345-2233.
Refrigerant System Capacity For the amount of Refrigerant - 134a needed for A/C system
(recharging). Refer to System Capacities.
Refrigerant System Oil Charge Replenishing If refrigerant oil was removed from the A/C system
during the recovery process, add the same amount of refrigerant oil to the system in the recharging
process. The refrigerant oil must be replenished if the oil loss is due to component replacement or
abrupt loss. Refer to Refrigerant Oil Distribution Specifications.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Technical Service
Bulletins > A/C - New PAG Oil
Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil
Bulletin No.: 02-01-39-004B
Date: November 16, 2005
INFORMATION
Subject: New PAG Oil Released
Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER
H2 2006 HUMMER H3 2005-2006 Saab 9-7X
Built With R-134a Refrigeration System
All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors)
Supercede:
This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors
with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A
(Section 01 - HVAC).
All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM
Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor).
R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151
(A/C Delco part number 15-118) (in Canada, use P/N 10953486).
Important:
The PAG oil referenced in this bulletin is formulated with specific additive packages that meet
General Motors specifications and use of another oil may void the A/C systems warranty.
Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in
an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of
Service Information for detailed information on Oil Balancing and Capacities.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Specifications >
Capacity Specifications
Refrigerant Oil: Capacity Specifications
System Capacity
Polyalkaline Glycol (PAG) Refrigerant Oil
System Capacity...................................................................................................................................
............................................... 8.45 fl. oz. (250 ml)
Refrigerant Oil Distribution Specifications
If the refrigerant oil was removed from the A/C system during the recovery process or during the
component replacement, the refrigerant oil must be replenished. Add the refrigerant oil as
indicated.
Accumulator .........................................................................................................................................
.......................................................................... 30 ml Compressor ....................................................
..............................................................................................................................................................
.. 60 ml Condenser ..............................................................................................................................
........................................................................................ 30 ml Evaporator ........................................
..............................................................................................................................................................
................ 90 ml Abrupt Loss ...............................................................................................................
..................................................................................................... 90 ml
NOTE: Replacement compressors do not have any oil in the compressor. Add the correct amount
of oil to the replacement compressor before replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Specifications >
Capacity Specifications > Page 2516
Refrigerant Oil: Fluid Type Specifications
Internal Lubricant .............................................................................................................................
Poly-Alkaline Glycol (PAG) Synthetic Refrigerant Oil
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fluids > Refrigerant Oil > Component Information > Specifications > Page
2517
Refrigerant Oil: Service and Repair
Use approved compressor oil from a closed, sealed container. When adding refrigerant oil, the
transfer device and container should be clean and dry to minimize the possibility of contamination.
Refrigerant oil is moisture-free and will readily absorb moisture from the air. Do not open the oil
container until the service procedure requires oil. Cap the oil immediately after use. Always store
compressor oil in a closed sealed container. Compressor oil left in open or improperly sealed
containers will absorb moisture. Do not reuse oil that has been removed from the refrigeration
system. Dispose of used oil properly, according to local regulations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure
Brake Bleeding: Service and Repair Automated Bleed Procedure
Important: In most circumstances a base brake bleed is all that is required for most component
replacements (such as wheel cylinders, calipers, brake tubes, and master cylinder), except for
BPMV replacement.
The following automated ABS bleed procedure is required when one of the following actions occur:
^
Manual bleeding at the wheels does not achieve the desired pedal height or feel.
^ BPMV (Brake Pressure Modulator Valve) replacement
^ Extreme loss of brake fluid has occurred.
^ Air ingestion is suspected.
If none of the above conditions apply, use standard bleed procedures. Refer to Hydraulic Brake
System Bleeding. The auto bleed procedure is used on DBC 7 equipped vehicles. This procedure
uses a scan tool to cycle the system solenoid valves and run the pump in order to purge the air
from the secondary circuits. These secondary circuits are normally closed off, and are only opened
during system initialization at vehicle start up, and during ABS operation. The automated bleed
procedure opens these secondary circuits and allows any air trapped inside the BPMV to flow out
toward the wheel cylinders or calipers where the air can be purged out of the system.
Automated Bleed Procedure
^ Tools Required A scan tool
- A 35 psi pressure bleeder with the proper master cylinder adapter
- Delco Supreme 11 or equivalent Dot 3 brake fluid from a clean, sealed container
- A hoist
- An unbreakable plastic bleeder bottle equipped with a hose (in order to recover fluid at the
wheels)
- An assistant, if needed
- Suitable safety attire, including safety glasses Preliminary Inspection
1. Inspect the battery for full charge, repair the battery and charging system as necessary. Refer to
Battery Charging. 2. Connect a scan tool to the Data Link Connector (DLC) and select current and
history DTCs. Repair any DTCs prior to performing the ABS bleed
procedure.
3. Inspect for visual damage and leaks. Repair as needed.
Preliminary Setup
1. Raise and support the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Turn the ignition
switch to the OFF position. 3. Remove all four tires, if necessary. 4. Connect the pressure bleeding
tool according to the manufacturer's instructions. 5. Turn the ignition switch to RUN position, with
the engine off. 6. Connect the scan tool and establish communications with the ABS system. 7.
Pressurize the bleeding tool to 30 to 35 psi.
Performing the Automated Bleed Procedure
Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing
the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be
given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment
per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid
causing damage to components and painted surfaces.
1. With the pressure bleeding tool at 30 to 35 psi, and all bleeder screws in closed position, select
Automated Bleed Procedure on the scan tool and
follow the instructions.
2. The first part of the automated bleed procedure will cycle the pump and front release valves for 1
minute. After the cycling has stopped the scan
tool will enter a "cool down" mode and display a 3 minute timer. The auto bleed will not continue
until this timer expired, and cannot be overridden.
3. During the next step, the scan tool will request the technician to open one of the bleeder screws.
The scan tool will then cycle the respective
release valve and pump motor for 1 minute.
4. The scan tool will repeat step 3 for the remaining bleeder screws. 5. With the bleeder tool still
attached to the vehicle and maintaining 35 psi, the scan tool will instruct the technician to
independently open each
bleeder screw for approximately 20 seconds. This should allow any remaining air to be purged from
the brake lines.
6. When the automated bleed procedure is completed, the scan tool will display the appropriate
message. 7. Remove pressure from the pressure bleeding tool, and then disconnect the tool from
the vehicle. 8. Depress the brake pedal in order to gauge the pedal height and feel. Repeat step 1
through step 8 until the pedal height and feel is acceptable. 9. Remove the scan tool from the DLC
connector.
10. Install the tire and wheels assemblies, if removed. 11. Lower the vehicle. 12. Inspect the brake
fluid level in master cylinder.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2522
13. Road test the vehicle in order to ensure that the brake pedal remains high and firm.
If vehicle is equipped with TCS, the scan tool will cycle both the ABS and TCS solenoids valves.
This bleed procedure is the same as the procedure above.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2523
Brake Bleeding: Service and Repair Manual and Pressure Bleeding Procedures
Caution: Do not move the vehicle until a firm brake pedal is obtained. Air in the brake system can
cause loss of brakes with possible personal injury.
Caution: Use only SUPREME II or equivalent DOT 3 brake fluid from a clean, sealed container. Do
not use fluid from an open container that may be contaminated with water. Improper or
contaminated fluid will result in damage to components or loss of braking, with possible personal
injury.
Caution: Do not overfill the brake fluid reservoir. Overfilling the brake fluid reservoir may cause the
brake fluid to overflow onto the engine exhaust components during brake system service. The
brake fluid is flammable and may cause a fire and personal injury if the brake fluid contacts the
engine exhaust system components.
Notice: If any brake component is repaired or replaced such that air is allowed to enter the brake
system, the entire bleeding procedure must be followed.
Notice: Avoid spilling brake fluid on any of the vehicle's painted surfaces, wiring, cables, or electric
connectors. Brake fluid will damage the paint and the electrical connections. If any fluid is spilled on
the vehicle, flush the area to lessen the damage.
Notice: Prior to bleeding the brakes, the front and rear displacement cylinder pistons must be
returned to the topmost position, The preferred method uses a Scan Tool to perform the rehorning
procedure. If a Scan Tool is not available, the second procedure may be used, but it is extremely
important that the procedure be followed exactly as outlined.
A bleeding operation is necessary in order to remove air when air is introduced into the hydraulic
brake system. Bleed the hydraulic system at all four brakes if air has been introduced through a low
fluid level or by disconnecting brake pipes at the master cylinder. If a brake hose or brake pipe is
disconnected at one wheel, bleed only that one wheel caliper. If brake pipes or hoses are
disconnected at any fitting located between the master cylinder and the brakes, then only bleed the
brake system served by the disconnected pipe or hose.
With Scan Tool (Preferred Method)
Refer to Automated Bleed Procedure.
Without Scan Tool
Notice: This method can only be used if the amber ABS warning indicator is not illuminated and no
DTCs are present.
Important: Do not place your foot on the brake pedal through this entire procedure unless
specifically directed to do so.
1. Remove foot from the brake pedal. 2. Start the engine. Allow the engine to run for at least ten
seconds while observing the amber ABS warning indicator. 3. If the amber ABS warning indicator
turns on and stays on after ten seconds, stop the bleeding procedure. Use a Scan Tool in order to
diagnose the
ABS malfunction.
4. If the amber ABS warning indicator turns on for approximately three seconds, then turns off and
stays off, turn the ignition off. 5. Repeat the previous four steps one more time. 6. Bleed the entire
brake system.
Pressure Bleeding
^ Tools Required J 29532 Diaphragm Type Brake Bleeder
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2524
- J 35589 Compact Brake Bleeder Adapter
Notice: Pressure bleeding equipment must be of the diaphragm type. It must have a rubber
diaphragm between the air supply and the brake fluid to prevent air, moisture, and other
contaminants from entering the hydraulic system.
1. Inspect and fill the master cylinder reservoir to the proper level as necessary. 2. Assemble the
components as shown. 3. Install the J 35589 to the master cylinder reservoir. 4. Connect the J
29532 to the J 35589. 5. Adjust the J 29532 to 35 - 70 kPa (5 - 10 psi). 6. Wait approximately 30
seconds, then inspect the entire hydraulic brake system in order to ensure that there are no
existing brake fluid leaks.
Repair any brake fluid leaks.
7. Adjust the J 29532 to 205 - 240 kPa (30 - 35 psi).
Important: Use a shop cloth in order to catch escaping brake fluid.
8. Slowly open the ABS modulator brake pipe fitting (1) starting from the first pipe on the left side in
order to allow the brake fluid to flow.
Notice: Refer to Fastener Notice in Service Precautions.
9. Close the ABS modulator brake pipe fitting when air bubbles are no longer detected in the brake
fluid.
^ Tighten the ABS modulator brake pipe fitting to 24 Nm (18 ft. lbs.).
10. Repeat Steps 8 and 9 for the remaining ABS modulator brake pipe fittings.
11. Raise and suitably support the vehicle. 12. Install the clear plastic bleeder hose to the RIGHT
REAR bleeder valve:
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2525
13. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 14. Slowly open the bleeder valve in order to allow the brake fluid to flow. 15.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
16. Remove the clear plastic bleeder hose from the bleeder valve.
17. Install the clear plastic bleeder hose to the LEFT FRONT brake caliper bleeder valve. 18.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 19. Slowly open the bleeder valve in order to allow the brake fluid to flow. 20.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
21. Remove the clear plastic bleeder hose from the bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2526
22. Install the clear plastic bleeder hose to the LEFT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
23. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 24. Slowly open the bleeder valve in order to allow the brake fluid to flow. 25.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
26. Remove the clear plastic bleeder hose from the bleeder valve.
27. Install the clear plastic bleeder hose to the RIGHT FRONT brake caliper bleeder valve. 28.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 29. Slowly open the bleeder valve in order to allow the brake fluid to flow. 30.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
31. Remove the clear plastic bleeder hose from the bleeder valve. 32. Lower the vehicle. 33.
Remove the J 35589 from the master cylinder reservoir. 34. Inspect and fill the master cylinder
reservoir to the proper level as necessary. Refer to Master Cylinder Reservoir Filling. 35. Install the
master cylinder reservoir cap. 36. Start the engine and allow the engine to run for at least 10
seconds. 37. Turn the ignition OFF. 38. Inspect the brake pedal feel and the brake pedal travel.
Refer to Brake Pedal Travel.
^ If the brake pedal feels firm and constant and the brake pedal travel does not exceed
specifications, proceed to Step 39.
^ If the pedal feels soft or the brake pedal travel exceeds specifications, DO NOT DRIVE THE
VEHICLE. Go to Step 40.
39. Start the engine and inspect the brake pedal feel.
^ If the brake pedal still feels firm, got to Step 42.
^ If the brake pedal feels soft, DO NOT DRIVE THE VEHICLE. proceed to Step 40.
40. Use the scan tool in order to perform the automated bleed procedure. Refer to Automated
Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2527
41. Ensure that the unacceptable brake pedal feel/travel is not caused by misadjusted brake linings
or other mechanical failures, then repeat the Brake
System Pressure Bleeding procedure. Proceed to Step 1.
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
42. Road test the vehicle. Make several normal (non-ABS) stops from a moderate speed in order to
ensure proper brake system function. Allow
adequate brake system cooling time between stops.
Brake System Manual Bleeding Procedure
Notice: Avoid spilling brake fluid on any of the vehicle's painted surfaces, wiring, cables, or electric
connectors. Brake fluid will damage the paint and the electrical connections. It any fluid is spilled on
the vehicle, flush the area to lessen the damage.
Important: This procedure may require the help of an assistant to apply the brake pedal while the
bleeder valves are opened and closed.
Important: Ensure that the master cylinder brake fluid level does not drop to the bottom of the
master cylinder reservoir. You will be instructed to Inspect and fill the master cylinder reservoir at
times during this procedure. However, the actual frequency of master cylinder reservoir filling
REQUIRED will depend on the amount of fluid that is released. If the brake fluid level drops to the
bottom of the master cylinder reservoir, start the bleed procedure again at Step 1.
1. Inspect and fill the master cylinder reservoir to the proper level as necessary. Refer to Master
Cylinder Reservoir Filling.
Important: Use a shop cloth in order to catch escaping brake fluid.
2. Slowly open the ABS modulator brake pipe fitting (1) starting from the first pipe on the left side in
order to allow the brake fluid to flow. 3. Press and hold the brake pedal approximately 75 percent of
a full stroke.
Notice: Refer to Fastener Notice in Service Precautions.
4. Close the ABS modulator brake pipe fitting when air bubbles are no longer detected in the brake
fluid.
^ Tighten the ABS modulator brake pipe fitting to 24 Nm (18 ft. lbs.).
5. Repeat Steps 2 and 3 for the remaining ABS modulator brake pipe fittings.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2528
6. Inspect and fill the master cylinder reservoir to the proper level as necessary. 7. Raise and
suitably support the vehicle. Refer to Vehicle Lifting. 8. Install the clear plastic bleeder hose to the
RIGHT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
9. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid.
10. Open the bleeder valve. 11. Press and hold the brake pedal approximately 75 percent of a full
stroke. 12. Close the bleeder valve. 13. Release the brake pedal. 14. Repeat Steps 10 through 13
until air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
15. Remove the clear plastic bleeder hose from the bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2529
16. Install the clear plastic bleeder hose to the LEFT FRONT brake caliper bleeder valve. 17.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 18. Open the bleeder valve. 19. Press and hold the brake pedal approximately 75
percent of a full stroke. 20. Close the bleeder valve. 21. Release the brake pedal. 22. Repeat Steps
18 through 21 until air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
23. Remove the clear plastic bleeder hose from the bleeder valve.
24. Install the clear plastic bleeder hose to the LEFT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2530
25. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 26. Open the bleeder valve. 27. Press and hold the brake pedal
approximately 75 percent of a full stroke. 28. Close the bleeder valve. 29. Release the brake pedal.
30. Repeat Steps 26 through 29 until air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.).
31. Remove the clear plastic bleeder hose from the bleeder valve.
32. Install the clear plastic bleeder hose to the RIGHT FRONT brake caliper bleeder valve. 33.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 34. Open the bleeder valve. 35. Press and hold the brake pedal approximately 75
percent of a full stroke. 36. Close the bleeder valve. 37. Release the brake pedal. 38. Repeat Steps
34 through 37 until air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
39. Remove the clear plastic bleeder hose from the bleeder valve. 40. Lower the vehicle.
41. Remove the brake fluid reservoir cover. 42. Inspect the brake fluid level in the reservoir. 43.
Install the brake fluid reservoir cover. 44. Turn the ignition switch to the RUN position, then turn off
the engine. Apply the brake pedal with moderate force and hold the pedal. Note the
pedal travel and feel.
45. If the pedal feels firm and constant and pedal travel is not excessive, start the engine. With the
engine running, recheck the pedal travel. 46. If the pedal feel is still firm and constant and pedal
travel is not excessive, perform a vehicle road test. Make several normal (non-ABS) stops from
a moderate speed in order to ensure proper brake system function.
47. If pedal feel is soft or has excessive travel either initially or after engine start, refer to
Automated Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Brake Bleeding > System Information > Service and Repair > Automated
Bleed Procedure > Page 2531
48. Repeat the manual bleeding procedure, starting at Step 1.
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
49. Perform a vehicle road test. Make several normal (non-ABS) stops from a moderate speed in
order to ensure proper brake system function.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service
Precautions
Air Bag(s) Arming and Disarming: Service Precautions
CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you
must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct
procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs.
The inflatable restraint sensing and diagnostic module (SDM) maintains a reserve energy supply.
The reserve energy supply provides deployment power for the air bags. Deployment power is
available for as much as 10 seconds after disconnecting the vehicle power by any of the following
methods:
^ Turn OFF the ignition.
^ Remove the fuse that provides power to the SDM.
^ Disconnect the vehicle battery from the vehicle electrical system.
Disabling the SIR system prevents deploying of the air bags from the reserve energy supply power.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and
Repair > Disabling
Air Bag(s) Arming and Disarming: Service and Repair Disabling
1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the
ignition. 3. Remove the key from the ignition switch. 4. Remove the LH instrument panel access
hole cover. 5. Remove the SDM Fuse from the fuse block.
IMPORTANT: With the SDM Fuse removed and the ignition ON, The AIR BAG warning lamp
illuminates. This is normal operation and does not indicate an SIR system malfunction.
6. Remove the RH instrument panel access hole cover. 7. Unclip the frontal air bags yellow 4-way
connector from the metal rail. 8. Remove the Connector Position Assurance (CPA) from the frontal
air bags yellow 4-way connector. 9. Disconnect the frontal air bags yellow 4-way connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and
Repair > Disabling > Page 2537
10. Remove the connector position assurance (CPA) from the driver side air bag yellow 2-way
connector (4) located under the driver seat, if the
vehicle is equipped with a driver side air bag.
11. Disconnect the driver side air bag yellow 2-way connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and
Repair > Disabling > Page 2538
Air Bag(s) Arming and Disarming: Service and Repair Enabling
1. Connect the driver side air bag yellow 2-way connector (4) located under the driver seat, if the
vehicle is equipped with a driver side air bag. 2. Install the CPA to the driver side air bag yellow
2-way connector.
3. Connect the frontal air bags yellow 4-way connector located at the RH side of the instrument
panel. 4. Install the CPA to the frontal air bags yellow 4-way connector. 5. Connect the frontal air
bags yellow 4-way connector to the metal rail. 6. Instal the RH instrument panel access hole cover.
7. Install the SDM fuse to the LH fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Air Bag(s) Arming and Disarming > System Information > Service and
Repair > Disabling > Page 2539
8. Install the LH instrument panel access hole cover. 9. Staying well away from the airbags, turn
ON the ignition.
9.1. The AIR BAG warning lamp will flash seven times. 9.2. The AIR BAG warning lamp will then
turn OFF.
10. Perform A Diagnostic System Check SIR if the AIR BAG warning lamp does not operate as
described.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse > Component Information > Technical
Service Bulletins > Electrical - Aftermarket Fuse Warning
Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning
Bulletin No.: 07-08-45-002
Date: September 05, 2007
ADVANCED SERVICE INFORMATION
Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles
Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and
Prior HUMMER H2, H3 2008 and Prior Saab 9-7X
Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses
General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a
variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring
system of the vehicles they were customer installed in.
Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted
directly across the battery terminals.
How to Identify These Fuses
Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage
stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There
are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed
by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It
would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring
overheating is found you should check the fuse panel for the presence of this style of fuse.
All GM dealers should use genuine GM fuses on the vehicles they service. You should also
encourage the use of GM fuses to your customers to assure they are getting the required electrical
system protection. GM has no knowledge of any concerns with other aftermarket fuses. If
additional information becomes available, this bulletin will be updated.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations
Fuse Block: Component Locations
Accessory Wiring Junction Block, LH
LH side of the instrument panel, in the left front door opening.
Bottom Underhood Accessory Wiring Junction Block
RH side of the engine compartment, forward of the strut tower.
Engine Wiring Harness Junction Block (Top)
RH side of the engine compartment, forward of the strut tower.
Instrument Panel Fuse Block, LH
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2549
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2550
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Instrument Panel Fuse Block, RH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2551
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2552
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2553
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2554
Locations View
SEO Fuse Relay Block
RH upper side of the steering column, above the knee bolster.
Top Underhood Accessory Wiring Junction Block
RH side of the engine compartment, forward of the strut tower.
Underhood Accessory Wiring Junction Block
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2555
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2556
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2557
Locations View
Wiring Harness Junction Block (SEO)
Mounted on the RH side of the rear compartment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Locations > Component Locations > Page 2558
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO)
Fuse Block (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2561
Fuse Block: Diagrams LH IP Accessory Wiring Junction Block, C1
LH IP Accessory Wiring Junction Block, C1 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2562
LH IP Accessory Wiring Junction Block, C1 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2563
Fuse Block: Diagrams LH IP Accessory Wiring Junction Block, C3
LH IP Accessory Wiring Junction Block, C3 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2564
LH IP Accessory Wiring Junction Block, C3 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2565
Fuse Block: Diagrams RH IP Accessory Wiring Junction Block, C1
RH IP Accessory Wiring Junction Block, C1 (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2566
RH IP Accessory Wiring Junction Block, C1 (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2567
RH IP Accessory Wiring Junction Block, C1 (Part 3 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2568
Fuse Block: Diagrams RH IP Accessory Wiring Junction Block, C3
RH IP Accessory Wiring Junction Block, C3 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Diagrams > Fuse Block (SEO) > Page 2569
RH IP Accessory Wiring Junction Block, C3 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks
Fuse Block: Application and ID Instrument Panel Fuse Blocks
Instrument Panel Fuse Block, LH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2572
Instrument Panel Fuse Block, RH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2573
LH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2574
LH Instrument Panel Fuse Block, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2575
LH Instrument Panel Fuse Block, Bottom View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2576
RH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2577
RH Instrument Panel Fuse Block, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2578
RH Instrument Panel Fuse Block, Bottom View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2579
Fuse Block: Application and ID Electrical Centers
Top Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2580
Top Underhood Electrical Center, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2581
Top Underhood Electrical Center, Bottom View
Bottom Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2582
Bottom Underhood Electrical Center, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2583
Bottom Underhood Electrical Center, Bottom View
Underhood Electrical Center, Top
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Application and ID > Instrument Panel Fuse Blocks > Page 2584
Underhood Electrical Center, Bottom
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Service and Repair > Relay/Fuse Center Replacement (Left)
Fuse Block: Service and Repair Relay/Fuse Center Replacement (Left)
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Adjust the instrument panel (IP) cluster trim plate for
access. 3. Disconnect the body wiring harness from the junction block.
4. Remove the junction block bolts. 5. Remove the junction block tab from the slot in the cross
vehicle beam. Pull the junction block away from the IP. 6. Disconnect the body wiring harness from
the junction block. 7. Remove the junction block.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Service and Repair > Relay/Fuse Center Replacement (Left) > Page 2587
1. Connect the body wiring harness to the junction block. 2. Install the junction block tab to the slot
in the cross vehicle beam. 3. Install the junction block bolts.
Tighten Tighten the junction block bolts to 10 N.m (89 lb in).
4. Connect the body wiring harness to the junction block.
Tighten Tighten the body wiring harness connector bolt to 7 N.m (62 lb in).
5. Install the instrument panel (IP) cluster trim plate. 6. Connect the negative battery cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Service and Repair > Relay/Fuse Center Replacement (Left) > Page 2588
Fuse Block: Service and Repair Relay/Fuse Center Replacement (Right)
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Remove the RH instrument panel (IP) fuse block
access opening cover. 3. Remove the IP compartment. 4. Disconnect the body wiring harness from
the junction block.
5. Remove the junction block bolt. 6. Disengage the junction block tabs from the passenger knee
bolster. Pull the junction block away from the IP. 7. Disconnect the wiring harnesses from the
junction block. 8. Remove the junction block.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Fuses and Circuit Breakers > Fuse Block > Component Information >
Service and Repair > Relay/Fuse Center Replacement (Left) > Page 2589
1. Connect the body wiring harnesses to the junction block.
Tighten Tighten the body wiring harness connector bolts to 7 N.m (62 lb in).
2. Install the junction block tabs to the passenger knee bolster. 3. Install the junction block bolt.
Tighten Tighten the junction block bolt to 10 N.m (89 lb in).
4. Connect the body wiring harness to the junction block. 5. Install the instrument panel (IP)
compartment. 6. Install the RH IP fuse block access opening cover. 7. Connect the negative battery
cable.
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Locations View
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Low Tire Pressure Indicator: Locations
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Component Locator
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Low Tire Pressure Indicator: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Low Tire Pressure Indicator: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2613
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2614
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2615
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2616
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2617
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2618
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2619
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2620
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2621
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2622
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2623
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2624
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2625
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2626
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2627
Low Tire Pressure Indicator: Electrical Diagrams
Schematic and Routing Diagrams
Tire Pressure Monitoring System Schematics (EBCM, Power, Ground and Instrument Cluster)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2628
Tire Pressure Monitoring System Schematics (Wheel Speed Sensors)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2629
Tire Pressure Monitoring System Schematics: EBCM, Power, Ground And Instrument Cluster
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Diagrams > Diagram Information and Instructions > Page 2630
Tire Pressure Monitoring System Schematics: Wheel Speed Sensors
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Description and Operation > Low Tire Pressure Warning System (LTPWS)
Low Tire Pressure Indicator: Description and Operation Low Tire Pressure Warning System
(LTPWS)
Tire Inflation Monitoring System Operation
The tire pressure monitor (TPM) system alerts the driver when the pressure changes in one of the
tires. The system only detects a low pressure condition while the vehicle is being driven. Once a
low tire pressure condition is detected, the system informs the driver whenever the ignition is ON.
The LOW TIRE PRESSURE indicator illuminates if the tire pressure in one or more tires become at
least 52 kPa (12 psi) lower or higher than the other tires. The message does not appear if the
system is not calibrated properly. The system does not inform the driver which tire is low. To clear
this message., set the tire pressures in all four tires to the proper pressures and perform the
system reset procedure. Refer to Tire Inflation Monitor Reset Procedure for service procedure.
See: Wheels and Tires/Tire Monitoring System/Testing and Inspection
The Tire Pressure Monitor software requires approximately One half hour of straight line driving to
complete the TPM autolearn. There 'are several speed ranges' that the EBCM needs to learn the
tire inflation configuration in order to have the full capability of detecting a low tire condition. The
speed detection ranges are the following:
^ 24~64 km/h (15-40 mph)
^ 64-113km/h (40-70 mph)
^ 113-145 km/h (7O~90 mph)
Each speed range has 2 modes of low tire detection.
^ Monitor Mode 1
^ Monitor Mode 2
The, EBCM learns the tire inflation configuration for each speed range independently. In Monitor
Mode 1, the EBCM has only partially learned the tire inflation configuration for the speed range and
has limited detection capability for a low tire condition. In Monitor Mode 2, the EBCM has fully
learned the tire inflation configuration for the speed range and has full detection capability for a low
tire condition. If the EBCM is not in Monitor Mode 1 or Monitor Mode 2, a low tire condition cannot
be detected because the EBCM has not learned the tire inflation configuration of the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Low Tire Pressure Indicator > Component
Information > Description and Operation > Low Tire Pressure Warning System (LTPWS) > Page 2633
Low Tire Pressure Indicator: Description and Operation Tire Inflation Monitoring System Operation
The tire pressure monitor (TPM) system alerts the driver when the pressure changes in one of the
tires. The system only detects a low pressure condition while the vehicle is being driven. Once a
low tire pressure condition is detected, the system informs the driver whenever the ignition is ON.
The LOW TIRE PRESSURE indicator illuminates if the tire pressure in one or more tires become at
least 82 kPa (12 psi) lower or higher than the other tires. The message does not appear if the
system is not calibrated properly. The system does not inform the driver which tire is low. To clear
this message, set the tire pressures in all four tires to the proper pressures and perform the system
reset procedure. Refer to Tire Inflation Monitor Reset Procedure for service procedure. The Tire
Pressure Monitor software requires approximately one half hour of straight line driving to complete
the TPM auto-learn. There are several speed ranges that the EBCM needs to learn the tire inflation
configuration in order to have the full capability of detecting a low tire condition. The speed
detection ranges are the following: ^
24-64 km/h (15-40 mph)
^ 64-113 km/h (40-70 mph)
^ 113-145 km/h (70-90 mph)
Each speed range has 2 modes of low tire detection. ^
Monitor Mode 1
^ Monitor Mode 2
The EBCM learns the tire inflation configuration for each speed range independently. In Monitor
Mode 1, the EBCM has only partially learned the tire inflation configuration for the speed range and
has limited detection capability for a low tire condition. In Monitor Mode 2, the EBCM has fully
learned the tire inflation configuration for the speed range and has full detection capability for a low
tire condition. If the EBCM is not in Monitor Mode 1 or Monitor Mode 2, a low tire condition cannot
be detected because the EBCM has not learned the tire inflation configuration of the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions
Malfunction Indicator Lamp: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2638
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2639
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2640
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2641
Electrical Symbols (Part 4 Of 4)
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Malfunction Indicator Lamp: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Information > Diagrams > Diagram Information and Instructions > Page 2652
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Information > Diagrams > Diagram Information and Instructions > Page 2654
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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Information > Diagrams > Diagram Information and Instructions > Page 2655
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2656
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Information > Diagrams > Diagram Information and Instructions > Page 2657
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Information > Diagrams > Diagram Information and Instructions > Page 2658
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Information > Diagrams > Diagram Information and Instructions > Page 2659
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2660
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2661
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Diagrams > Diagram Information and Instructions > Page 2662
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 2663
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 2664
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Description and Operation > Malfunction Indicator Lamp (MIL) - Description
Malfunction Indicator Lamp: Description and Operation Malfunction Indicator Lamp (MIL) Description
The Service Engine Soon/Malfunction Indicator Lamp (MIL) is located in the Instrument Panel (IP)
Cluster. The MIL is controlled by the PCM and is used to indicate that the PCM has detected a
condition that affects vehicle emissions, may cause powertrain damage, or severely impacts
driveability.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Description and Operation > Malfunction Indicator Lamp (MIL) - Description > Page 2667
Malfunction Indicator Lamp: Description and Operation Malfunction Indicator Lamp (MIL) Operation
The Malfunction Indicator Lamp (MIL) is located on the instrument panel and is displayed as
CHECK ENGINE lamp.
MIL Function ^
The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for
service as soon as possible
^ The MIL illuminates during a bulb test and a system test
^ A DTC will be stored if a MIL is requested by the diagnostic
MIL Illumination ^
The MIL will illuminate with ignition ON and the engine OFF
^ The MIL will turn OFF when the engine is started
^ The MIL will remain ON if the self-diagnostic system has detected a malfunction
^ The MIL may turn OFF if the malfunction is not present
^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the
ignition switch is ON.
^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition
switch is cycled OFF, then ON.
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Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Malfunction Indicator Lamp > Component
Information > Description and Operation > Page 2668
Malfunction Indicator Lamp: Service and Repair
SERVICE ENGINE SOON INDICATOR
If this light is on, it indicates a problem in one of the electronically monitored systems. This light
does NOT come on at certain mileage intervals. There is probably a Engine Control Module (ECM)
or a Body Control Module (BCM) Code set that will aid you in diagnosis.
Reset Procedure
The only way to get the light to go off is to clear the ECM or BCM code(s). This light can NOT be
reset or shut off any other way. ECM/BCM codes should be read & repaired before clearing them.
SERVICE VEHICLE SOON INDICATOR
If this light is on, it indicates a problem in one of the electronically monitored systems (a
non-emissions related powertrain malfunction). This light does NOT come on at certain mileage
intervals. There is probably a Engine Control Module (ECM) or a Body Control Module (BCM) Code
set that will aid you in diagnosis.
Reset Procedure
The only way to get the light to go off is to clear the ECM or BCM code(s). This light can NOT be
reset or shut off any other way. ECM/BCM codes should be read & repaired before clearing them.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Oil Change Reminder Lamp > Component
Information > Description and Operation
Oil Change Reminder Lamp: Description and Operation
GM OIL LIFE SYSTEM
If the vehicle is equipped with a GM Oil Life System, this feature will let you know when to change
the oil and filter - usually between 3,000 miles (5 000 km) and 7,500 miles (12 500 km) since your
last oil change. Under severe conditions, the indicator may come on before 3,000 miles (5 000 km).
Never drive the vehicle more than 12 500 km (7,500 miles) or 12 months, (whichever occurs first),
without an oil change. The GM Oil Life System will not detect dust in the oil. If the vehicle is driven
in a dusty area, be sure to change the oil every 5 000 km (3,000 miles) or sooner if the "CHANGE
OIL" or "CHANGE OIL SOON" message is displayed.
To reset the GM Oil Life System, refer to Service and Repair.
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Information > Description and Operation > Page 2672
Oil Change Reminder Lamp: Service and Repair
GM Oil Life System Resetting
Resetting Procedure
Follow this procedure to reset the GM Oil Life System (TM)
1. Turn the ignition to ON without starting the engine. 2. Fully press and release the accelerator
pedal three times within five seconds.
If the CHG OIL SOON indicator flashes two times, the system is resetting.
3. Turn the key to OFF, then start the vehicle. If the CHG OIL SOON light comes back on, the
system has not reset, repeat the procedure
Follow this procedure to reset the GM Oil Life System (TM) using the DE 100 Series Radio (R)
1. Turn the ignition to ACC or ON and the radio off. 2. Press and hold the DISP button on the radio
for at least five seconds until SETTINGS is displayed. 3. Press the SEEK up or down arrow to
scroll though the main menu 4. Scroll until OIL LIFE appears on the display. 5. Press the PREV or
NEXT button to enter the submenu. RESET will be displayed. 6. Press the DISP button to reset. A
chime will be heard to verify the new setting and DONE will be displayed for one second. 7. Once
the message has been reset, scroll until EXIT appears on the display. 8. Press the DISP button to
exit programming. A chime will be heard to verify the exit.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Service Reminder Indicators > Oil Level Warning Indicator > Component
Information > Description and Operation
Oil Level Warning Indicator: Description and Operation
Engine Oil Level Switch
The PCM monitors the engine oil level switch signal at start-up to determine if the engine oil is OK.
If the PCM determines that a low oil level condition exists, the PCM will communicate the
information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or initiate
a message.
The low oil level message may not appear if other messages are being commanded, such as the
rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Relays and Modules - Wheels and Tires > Tire Pressure
Monitor Receiver / Transponder > Component Information > Technical Service Bulletins > Tire Monitor System - TPM
Sensor Information
Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
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Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Sensors and Switches - Wheels and Tires > Tire
Pressure Sensor > Component Information > Technical Service Bulletins > Tire Monitor System - TPM Sensor Information
Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
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Component Information > Locations
Low Tire Pressure Indicator: Locations
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Component Locator
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Component Information > Diagrams > Diagram Information and Instructions
Low Tire Pressure Indicator: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Low Tire Pressure Indicator: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2705
Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2706
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Component Information > Diagrams > Diagram Information and Instructions > Page 2707
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2708
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2709
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2710
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2711
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2712
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2713
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 2714
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2715
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2716
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2717
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2718
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2719
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2720
Low Tire Pressure Indicator: Electrical Diagrams
Schematic and Routing Diagrams
Tire Pressure Monitoring System Schematics (EBCM, Power, Ground and Instrument Cluster)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2721
Tire Pressure Monitoring System Schematics (Wheel Speed Sensors)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2722
Tire Pressure Monitoring System Schematics: EBCM, Power, Ground And Instrument Cluster
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Diagrams > Diagram Information and Instructions > Page 2723
Tire Pressure Monitoring System Schematics: Wheel Speed Sensors
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Description and Operation > Low Tire Pressure Warning System (LTPWS)
Low Tire Pressure Indicator: Description and Operation Low Tire Pressure Warning System
(LTPWS)
Tire Inflation Monitoring System Operation
The tire pressure monitor (TPM) system alerts the driver when the pressure changes in one of the
tires. The system only detects a low pressure condition while the vehicle is being driven. Once a
low tire pressure condition is detected, the system informs the driver whenever the ignition is ON.
The LOW TIRE PRESSURE indicator illuminates if the tire pressure in one or more tires become at
least 52 kPa (12 psi) lower or higher than the other tires. The message does not appear if the
system is not calibrated properly. The system does not inform the driver which tire is low. To clear
this message., set the tire pressures in all four tires to the proper pressures and perform the
system reset procedure. Refer to Tire Inflation Monitor Reset Procedure for service procedure.
See: Testing and Inspection
The Tire Pressure Monitor software requires approximately One half hour of straight line driving to
complete the TPM autolearn. There 'are several speed ranges' that the EBCM needs to learn the
tire inflation configuration in order to have the full capability of detecting a low tire condition. The
speed detection ranges are the following:
^ 24~64 km/h (15-40 mph)
^ 64-113km/h (40-70 mph)
^ 113-145 km/h (7O~90 mph)
Each speed range has 2 modes of low tire detection.
^ Monitor Mode 1
^ Monitor Mode 2
The, EBCM learns the tire inflation configuration for each speed range independently. In Monitor
Mode 1, the EBCM has only partially learned the tire inflation configuration for the speed range and
has limited detection capability for a low tire condition. In Monitor Mode 2, the EBCM has fully
learned the tire inflation configuration for the speed range and has full detection capability for a low
tire condition. If the EBCM is not in Monitor Mode 1 or Monitor Mode 2, a low tire condition cannot
be detected because the EBCM has not learned the tire inflation configuration of the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Low Tire Pressure Indicator >
Component Information > Description and Operation > Low Tire Pressure Warning System (LTPWS) > Page 2726
Low Tire Pressure Indicator: Description and Operation Tire Inflation Monitoring System Operation
The tire pressure monitor (TPM) system alerts the driver when the pressure changes in one of the
tires. The system only detects a low pressure condition while the vehicle is being driven. Once a
low tire pressure condition is detected, the system informs the driver whenever the ignition is ON.
The LOW TIRE PRESSURE indicator illuminates if the tire pressure in one or more tires become at
least 82 kPa (12 psi) lower or higher than the other tires. The message does not appear if the
system is not calibrated properly. The system does not inform the driver which tire is low. To clear
this message, set the tire pressures in all four tires to the proper pressures and perform the system
reset procedure. Refer to Tire Inflation Monitor Reset Procedure for service procedure. The Tire
Pressure Monitor software requires approximately one half hour of straight line driving to complete
the TPM auto-learn. There are several speed ranges that the EBCM needs to learn the tire inflation
configuration in order to have the full capability of detecting a low tire condition. The speed
detection ranges are the following: ^
24-64 km/h (15-40 mph)
^ 64-113 km/h (40-70 mph)
^ 113-145 km/h (70-90 mph)
Each speed range has 2 modes of low tire detection. ^
Monitor Mode 1
^ Monitor Mode 2
The EBCM learns the tire inflation configuration for each speed range independently. In Monitor
Mode 1, the EBCM has only partially learned the tire inflation configuration for the speed range and
has limited detection capability for a low tire condition. In Monitor Mode 2, the EBCM has fully
learned the tire inflation configuration for the speed range and has full detection capability for a low
tire condition. If the EBCM is not in Monitor Mode 1 or Monitor Mode 2, a low tire condition cannot
be detected because the EBCM has not learned the tire inflation configuration of the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Tire Pressure Monitor
Receiver / Transponder > Component Information > Technical Service Bulletins > Tire Monitor System - TPM Sensor
Information
Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tire Monitoring System > Tire Pressure Sensor >
Component Information > Technical Service Bulletins > Tire Monitor System - TPM Sensor Information
Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Tires > Spare Tire > Component Information > Service
and Repair
Spare Tire: Service and Repair
The compact spare uses a narrow 4-inch wide rim. The wheel diameter is usually one inch larger
than the road wheels. Do not use standard tires or snow tires on a compact spare wheel or
damage to the vehicle may result.
Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may
break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when
inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads,
deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause
serious personal injury.
Periodically check the inflation pressure of the compact spare and maintain this pressure at 415
kPa (60 psi). Use the present tire changing equipment and procedures to mount and dismount the
compact tire from its wheel. As with other tires, the beads should completely seat at 275 kPa (40
psi). You may then safely inflate the spare tire to 415 kPa (60 psi).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion
Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion
INFORMATION
Bulletin No.: 00-03-10-002F
Date: April 21, 2011
Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum
Wheels
Models:
2012 and Prior GM Cars and Trucks
Supercede: This bulletin is being revised to update model years, suggest additional restorative
products and add additional corrosion information. Please discard Corporate Bulletin Number
00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the
customer.
What is Chemical Staining of Chrome Wheels? Figure 1
Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an
example). These stains are frequently milky, black, or greenish in appearance. They result from
using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient
to clean wheels.
If the customer insists on using a wheel cleaner they should only use one that specifically states
that it is safe for chromed wheels and does not contain anything in the following list. (Dealers
should also survey any products they use during prep or normal cleaning of stock units for these
chemicals.)
- Ammonium Bifluoride (fluoride source for dissolution of chrome)
- Hydrofluoric Acid (directly dissolves chrome)
- Hydrochloric Acid (directly dissolves chrome)
- Sodium Dodecylbenzenesulfonic Acid
- Sulfamic Acid
- Phosphoric Acid
- Hydroxyacetic Acid
Notice
Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most
customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal.
Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the
paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car
warranty. Soap and water applied with a soft brush is usually all that is required to clean the
calipers.
Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean,
clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts,
lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to
the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the
damage around and under the wheel weight where the cleaner was incompletely flushed away.
Notice
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion > Page 2747
Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome
wheels (or any wheels).
If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be
avoided.
For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and
Instructions below.
Warranty of Stained Chrome Wheels
Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome
wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were
returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be
charged back to the dealership. To assist the customer, refer to Customer Assistance and
Instructions below.
Pitting or Spotted Appearance of Chrome Wheels Figure 2
A second type or staining or finish disturbance may result from road chemicals, such as calcium
chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to
Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be
uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels
should be washed with mild soap and water and thoroughly rinsed as soon as conveniently
possible.
Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can
also stain chrome wheels. The staining will look like small pitting. This staining will usually be on
the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward
direction while being splashed by the road chemical. If a vehicle must be operated under such
conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed
as soon as conveniently possible.
Warranty of Pitted or Spotted Chrome Wheels
Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time.
Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish
and may cause damage if the wheels are not kept clean.
Important Notify the customer that this is a one time replacement. Please stress to the customer
the vital importance of keeping the wheels clean if they are operating the vehicle in an area that
applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior
approval by the District Manager - Customer Care and Service Process (DM-CCSP).
"Stardust" Corrosion of Chrome Wheels Figure 3
A third type of finish disturbance results from prolonged exposure to brake dust and resultant
penetration of brake dust through the chrome. As brakes are applied hot particles of brake material
are thrown off and tend to be forced through the leading edge of the wheel spoke windows by
airflow. These
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Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion > Page 2748
hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed
to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the
chrome leaving a pit or small blister in the chrome.
Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and
Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up
or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars
Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be
waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax
#M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake
dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may
be used. It will clean and shine the chrome and leave behind a wax coating that may help protect
the finish.
Warranty of Stardust Corroded Chrome Wheels
Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be
replaced one time.
Important Notify the customer that this is a one time replacement. Please stress to the customer
the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust
build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care
and Service Process (DM-CCSP).
Customer Assistance and Instructions
GM has looked for ways customers may improve the appearance of wheels damaged by acidic
cleaners. The following product and procedure has been found to dramatically improve the
appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the
following:
Notice
THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN
EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE
APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL
REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED
INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER,
EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS
EXACTLY.
1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce
wheel staining. Flood all areas of the wheel with water
to rinse.
2. Dry the wheels completely.
Notice Begin with a small section of the wheel and with light pressure buff off polish and examine
results. ONLY apply and rub with sufficient force and time to remove enough staining that you are
satisfied with the results. Some wheels may be stained to the extent that you may only achieve a
50% improvement while others may be able to be restored to the original lustre. IN ALL CASES,
only apply until the results are satisfactory.
3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the
polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the
towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If
continued applications fail to improve the appearance
further discontinue use.
This procedure will improve the appearance of the wheels and may, with repeated applications,
restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above
procedure may marginally improve the condition but will not restore the finish or remove the pitting.
In this type of staining the wheel finish has actually been removed in spots and no manner of
cleaning will restore the finish.
†*We believe this source and their products to be reliable. There may be additional manufacturers
of such products/materials. General Motors does not endorse, indicate any preference for or
assume any responsibility for the products or material from this firm or for any such items that may
be available from other sources.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion > Page 2749
*This product is currently available from 3M. To obtain information for your local retail location
please call 3M at 1-888-364-3577.
**This product is currently available from Meguiars (Canada). To obtain information for your local
retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com.
^ This product is currently available from Tri-Peek International. To obtain information for your local
retail location please call Tri-Peek at
1-877-615-4272 or at www.tripeek.com.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum
Wheels
Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels
INFORMATION
Bulletin No.: 99-08-51-007E
Date: March 17, 2011
Subject: Refinishing Aluminum Wheels
Models:
2012 and Prior GM Passenger Cars and Trucks
Supercede: This bulletin is being revised to add additional model years. Please discard Corporate
Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories).
This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not
endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic
refinishing of the wheel's coatings, using recommended procedures, is allowed.
Evaluating Damage
In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion,
scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be
sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the
wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been
refinished by an outside company must be returned to the same vehicle. The Dealer must record
the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to
Refinisher's Responsibility - Outside Company later in this bulletin.
Aluminum Wheel Refinishing Recommendations
- Chrome-plated aluminum wheels Re-plating these wheels is not recommended.
- Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the
clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be
performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later
in this bulletin.
- Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat
procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original
coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum
Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel.
- Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them.
In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is
possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel
should be resurfaced by using a sanding process rather than a machining process. This allows the
least amount of material to be removed.
Important Do not use any re-machining process that removes aluminum. This could affect the
dimensions and function of the wheel.
Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will
better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM
recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle
SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using
any of the painting options, it is recommended that all four wheels be refinished in order to maintain
color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures
and product recommendations.
Refinisher's Responsibility - Outside Company
Important Some outside companies are offering wheel refinishing services. Such refinished wheels
will be permanently marked by the refinisher and are warranted by the refinisher. Any process that
re-machines or otherwise re-manufactures the wheel should not be used.
A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent.
Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is
allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to
assure that the same wheel is returned. A plastic media blast may be used for clean up of the
wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed.
Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed.
Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel
mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel
and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the
new vehicle warranty, whichever is
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum
Wheels > Page 2754
longer.
Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact
surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut
torque.
When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to
reduce the chance of future cosmetic damage.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing
Procedures/Precautions
Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions
INFORMATION
Bulletin No.: 06-03-10-010A
Date: June 09, 2010
Subject: Information on Proper Wheel Changing Procedures and Cautions
Models:
2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab
9-7X 2005-2009 Saturn Vehicles
Attention:
Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel
Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and
reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel
installation. Always refer to SI for wheel lug nut torque specifications and complete jacking
instructions for safe wheel changing.
Supercede: This bulletin is being revised to include the 2011 model year and update the available
special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension).
Frequency of Wheel Changes - Marketplace Driven
Just a few years ago, the increasing longevity of tires along with greater resistance to punctures
had greatly reduced the number of times wheels were removed to basically required tire rotation
intervals. Today with the booming business in accessory wheels/special application tires (such as
winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more
than ever. With this increased activity, it opens up more of a chance for error on the part of the
technician. This bulletin will review a few of the common concerns and mistakes to make yourself
aware of.
Proper Servicing Starts With the Right Tools
The following tools have been made available to assist in proper wheel and tire removal and
installation.
- J 41013 Rotor Resurfacing Kit (or equivalent)
- J 42450-A Wheel Hub Resurfacing Kit (or equivalent)
Corroded Surfaces
One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle.
Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened
wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed
away from water splash. This action may result in clearance at the mating surface of the wheel and
an under-torqued condition.
Caution
Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or
brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting
surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is
moving, possibly resulting in a loss of control or personal injury.
Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If
corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding
pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating
surface.
The J 41013 (or equivalent) can be used to clean the following surfaces:
- The hub mounting surface
- The brake rotor mounting surface
- The wheel mounting surface
Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub.
Lubricants, Grease and Fluids
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Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing
Procedures/Precautions > Page 2759
Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in
removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to
installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper
readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY.
Notice
Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or
drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to
clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light
coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel
pilot hole to prevent wheel seizure to the axle or bearing hub.
Wheel Stud and Lug Nut Damage
Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse.
You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not
retain properly, yet give the impression of fully tightening. Always inspect and replace any
component suspected of damage.
Tip
Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged
BEFORE tightening the nut.
Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side
of the tire is pointing in the direction of forward rotation.
Wheel Nut Tightening and Torque
Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid
additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown
for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in
order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off
center resulting in vibration.
The Most Important Service You Provide
While the above information is well known, and wheel removal so common, technicians run the risk
of becoming complacent on this very important
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Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing
Procedures/Precautions > Page 2760
service operation. A simple distraction or time constraint that rushes the job may result in personal
injury if the greatest of care is not exercised. Make it a habit to double check your work and to
always side with caution when installing wheels.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force
Variation (RFV)
Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV)
INFORMATION
Bulletin No.: 00-03-10-006F
Date: May 04, 2010
Subject: Information on Tire Radial Force Variation (RFV)
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009
and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION
Supercede: This bulletin is being revised to considerably expand the available information on
Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin
Number 00-03-10-006E (Section 03 - Suspension).
Important
- Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven
a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin
Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires.
- Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel
assemblies for each vehicle.
The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation
measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable
tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force
variation is highway speed shake on smooth roads.
Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out
of round and tire force variation. These three conditions are not necessarily related. All three
conditions must be addressed.
Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle,
two plane dynamic wheel balancers are readily available and can accurately correct any
imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer,
and proper balance weights, are all factors required for a quality balance. However, a perfectly
balanced tire/wheel assembly can still be "oval shaped" and cause a vibration.
Before balancing, perform the following procedures.
Tire and Wheel Diagnosis
1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are
centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while
shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick.
3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and
correct as necessary:
- Missing balance weights
- Bent rim flange
- Irregular tire wear
- Incomplete bead seating
- Tire irregularities (including pressure settings)
- Mud/ice build-up in wheel
- Stones in the tire tread
- Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to
diagnosing a smooth road shake condition.
4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a
sufficient distance on a known, smooth road
surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes
are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section
of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration
as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order
(one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high
enough in frequency that most humans can start to hear them at highway speeds, but are too high
to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment.
If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a
throbbing), chances are good that the vehicle could have driveline vibration. This type
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force
Variation (RFV) > Page 2765
of vibration is normally felt more in the "seat of the pants" than the steering wheel.
5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found
at the end of this bulletin. This should be done
after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to
eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency
is prior to vehicle service and documents the amount of improvement occurring as the result of the
various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required.
A copy of the completed worksheet must be saved with the R.O. and a copy included with any
parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically
indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number
08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if
this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away
and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration
may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if
vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire
flat-spotting can be ruled out as the cause for vibration.
6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle
being parked for long periods of time and that the
nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information
on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment
Tires.
7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel
assembly on a known, calibrated, off-car dynamic
balancer.Make sure the mounting surface of the wheel and the surface of the balancer are
absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and
always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is
not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim
flange, remove all balance weights and rebalance to as close to zero as possible. If you can see
the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the
wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First
order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or
hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough,
it can be seen.
If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and
force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700
can address both (it is also a wheel balancer).
Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will
produce in one revolution under a constant load. Radial force variation is what the vehicle feels
because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not
under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel
assembly runout be within specification.
Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures
radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV
measurement at this point. To isolate the wheel, its runout must be measured. This can be easily
done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout
specification, the tire's RFV can then be addressed.
After measuring the tire/wheel assembly under load, and the wheel alone, the machine then
calculates (predicts) the radial force variation of the tire. However, because this is a prediction that
can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in
tire production, this type of service equipment should NOT be used to audit new tires. Rather, it
should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel
assembly.
Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of
finding the low point of the wheel (for runout) and the high point of the tire (for radial force
variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly
force variation.
The machine will simplify this process into easy steps. The following assembly radial force variation
numbers should be used as a guide:
When measuring RFV and match mounting tires perform the following steps.
Measuring Wheel Runout and Assembly Radial Force Variation
Important The completed worksheet at the end of this bulletin must be attached to the hard copy of
the repair order.
- Measure radial force variation and radial runout.
- If a road force/balancing machine is used, record the radial force variation (RFV) on the
worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the
front left corner. If the machine is not available and the EVA data suggests there is an issue, swap
the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem
still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those
tires onto the subject vehicle.
- If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the
worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040
in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive
customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to
have the lowest runout assembly to the front left corner. If the machine is not available and the
EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the
back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do
not exhibit the same frequency and swap those tires
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force
Variation (RFV) > Page 2766
onto the subject vehicle.
- After match mounting, the tire/wheel assembly must be rebalanced.
If match mounting tires to in-spec wheels produces assembly values higher than these, tire
replacement may be necessary. Replacing tires at lower values will probably mean good tires are
being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect
force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring.
Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to
measuring.
Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are
more sensitive, and may require lower levels. Also, there are other tire parameters that equipment
such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be
contacted for further instructions.
Important
- When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's
center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are
secondary. Usually a back cone method to the machine should be used. For added accuracy and
repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This
system is offered by all balancer manufacturers in GM's dealer program.
- Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT
recommended, and may void the tire warranty. However, tires may have been ground by the tire
company as part of their tire manufacturing process. This is a legitimate procedure.
Steering Wheel Shake Worksheet
When diagnosing vibration concerns, use the following worksheet in conjunction with the
appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force
Variation (RFV) > Page 2767
Refer to the appropriate section of SI for specifications and repair procedures that are related to the
vibration concern.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast
Aluminum Wheels
Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels
TECHNICAL
Bulletin No.: 05-03-10-003F
Date: April 27, 2010
Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant)
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior
HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels
Supercede: This bulletin is being revised to update the model years and the bulletin reference
information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension).
Condition
Some customers may comment on a low tire pressure condition.
Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel.
Cause
Porosity in the cast aluminum wheel may be the cause.
Notice
This bulletin specifically addresses issues related to the wheel casting that may result in an air
leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin
Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light
Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat).
Correction
1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service
procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the
tire/wheel assembly in a water bath, or use a spray bottle with soap
and water to locate the specific leak location.
Important
- If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim),
the wheel should be replaced.
- If two or more leaks are located on one wheel, the wheel should be replaced.
3. If air bubbles are observed, mark the location.
- If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks.
- If the leak is located on the aluminum wheel area, continue with the next step.
4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the
wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove
the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the
INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose
cleaner, such as 3M(R) General Purpose
Adhesive Cleaner, P/N 08984, or equivalent.
8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use
88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry.
Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging
the repair area may result in an air leak.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast
Aluminum Wheels > Page 2772
10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire
Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on
the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and
inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the
tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire
and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI.
Parts Information
Warranty Information (excluding Saab U.S. Models)
Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty
one tube of adhesive/sealant per wheel repair.
For vehicles repaired under warranty, use:
One leak repair per wheel.
Warranty Information (Saab U.S. Models)
For vehicles repaired under warranty, use the table above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes
Flat/Warning Light ON
Wheels: All Technical Service Bulletins Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON
TECHNICAL
Bulletin No.: 08-03-10-006C
Date: April 27, 2010
Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated,
Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat)
Models:
2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2
2006-2010 HUMMER H3 2005-2009 Saab 9-7X
Supercede: This bulletin is being revised to update the model years. Please discard Corporate
Bulletin Number 08-03-10-006B (Section 03 - Suspension).
Condition
Some customers may comment on a tire that slowly loses air pressure over a period of days or
weeks.
Cause
Abrasive elements in the environment may intrude between the tire and wheel at the bead seat.
There is always some relative motion between the tire and wheel (when the vehicle is driven) and
this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear
continues, there may also be intrusion at the tire/wheel interface by corrosive media from the
environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may
appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be
visible until the tire is dismounted from the wheel.
Notice
This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in
an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please
refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum
Wheels (Repair with Adhesive Sealant)
Correction
In most cases, this type of air loss can be corrected by following the procedure below.
Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to
repair the wheel with the procedure below.
Notice
The repair is no longer advised or applicable for chromed aluminum wheels.
1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and
Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to
be around the bead seat of the wheel, dismount the tire to examine
the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat
Corrosion
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes
Flat/Warning Light ON > Page 2777
Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel
flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for
additional information on possible wheel porosity issues.
3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a
rough or uneven surface that is difficult for the tire to
maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel
that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion
4. If corrosion is found on the wheel bead seat, measure the affected area as shown below.
- For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of
repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these
dimensions, the wheel should be replaced.
- For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area
of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these
dimensions, the wheel should be replaced.
5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the
corrosion and any flaking paint. You should
remove the corrosion back far enough until you reach material that is stable and firmly bonded to
the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges
that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired
surface.
Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be
visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not
visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend
to the visible surfaces on the FACE of the wheel, that wheel must be replaced.
Important Remove ONLY the material required to eliminate the corrosion from the bead seating
surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as
smooth and level as possible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes
Flat/Warning Light ON > Page 2778
Acceptably Prepared (Cleaned-Up) Wheel Surface
6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially
available tire sealant such as Patch Brand Bead
Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will
permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this
sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat
7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel
Removal and Installation in SI.
Parts Information
Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at
www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels.
Warranty Information (excluding Saab U.S. Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab U.S. Models)
For vehicles repaired under warranty, use the table above.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes
Flat/Warning Light ON > Page 2779
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Technical Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust
Accumulation/Pitting
Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting
Bulletin No.: 04-03-10-012B
Date: February 01, 2008
INFORMATION
Subject: Pitting and Brake Dust on Chrome wheels
Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior
HUMMER H2, H3 2005-2008 Saab 9-7X
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
04-03-10-012A (Section 03 - Suspension).
Analysis of Returned Wheels
Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have
recently been evaluated. This condition is usually most severe in the vent (or window) area of the
front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the
wheel. The longer this accumulation builds up, the more difficult it is to remove.
Cleaning the Wheels
In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care
Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should
confine your treatment to the areas of the wheel that show evidence of the brake dust build-up.
This product is only for use on chromed steel or chromed aluminum wheels.
Parts Information
Warranty Information
Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited
Warranty.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV)
Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV)
INFORMATION
Bulletin No.: 00-03-10-006F
Date: May 04, 2010
Subject: Information on Tire Radial Force Variation (RFV)
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009
and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION
Supercede: This bulletin is being revised to considerably expand the available information on
Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin
Number 00-03-10-006E (Section 03 - Suspension).
Important
- Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven
a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin
Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires.
- Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel
assemblies for each vehicle.
The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation
measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable
tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force
variation is highway speed shake on smooth roads.
Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out
of round and tire force variation. These three conditions are not necessarily related. All three
conditions must be addressed.
Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle,
two plane dynamic wheel balancers are readily available and can accurately correct any
imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer,
and proper balance weights, are all factors required for a quality balance. However, a perfectly
balanced tire/wheel assembly can still be "oval shaped" and cause a vibration.
Before balancing, perform the following procedures.
Tire and Wheel Diagnosis
1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are
centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while
shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick.
3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and
correct as necessary:
- Missing balance weights
- Bent rim flange
- Irregular tire wear
- Incomplete bead seating
- Tire irregularities (including pressure settings)
- Mud/ice build-up in wheel
- Stones in the tire tread
- Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to
diagnosing a smooth road shake condition.
4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a
sufficient distance on a known, smooth road
surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes
are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section
of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration
as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order
(one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high
enough in frequency that most humans can start to hear them at highway speeds, but are too high
to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment.
If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a
throbbing), chances are good that the vehicle could have driveline vibration. This type
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2789
of vibration is normally felt more in the "seat of the pants" than the steering wheel.
5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found
at the end of this bulletin. This should be done
after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to
eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency
is prior to vehicle service and documents the amount of improvement occurring as the result of the
various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required.
A copy of the completed worksheet must be saved with the R.O. and a copy included with any
parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically
indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number
08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if
this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away
and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration
may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if
vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire
flat-spotting can be ruled out as the cause for vibration.
6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle
being parked for long periods of time and that the
nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information
on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment
Tires.
7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel
assembly on a known, calibrated, off-car dynamic
balancer.Make sure the mounting surface of the wheel and the surface of the balancer are
absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and
always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is
not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim
flange, remove all balance weights and rebalance to as close to zero as possible. If you can see
the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the
wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First
order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or
hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough,
it can be seen.
If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and
force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700
can address both (it is also a wheel balancer).
Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will
produce in one revolution under a constant load. Radial force variation is what the vehicle feels
because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not
under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel
assembly runout be within specification.
Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures
radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV
measurement at this point. To isolate the wheel, its runout must be measured. This can be easily
done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout
specification, the tire's RFV can then be addressed.
After measuring the tire/wheel assembly under load, and the wheel alone, the machine then
calculates (predicts) the radial force variation of the tire. However, because this is a prediction that
can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in
tire production, this type of service equipment should NOT be used to audit new tires. Rather, it
should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel
assembly.
Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of
finding the low point of the wheel (for runout) and the high point of the tire (for radial force
variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly
force variation.
The machine will simplify this process into easy steps. The following assembly radial force variation
numbers should be used as a guide:
When measuring RFV and match mounting tires perform the following steps.
Measuring Wheel Runout and Assembly Radial Force Variation
Important The completed worksheet at the end of this bulletin must be attached to the hard copy of
the repair order.
- Measure radial force variation and radial runout.
- If a road force/balancing machine is used, record the radial force variation (RFV) on the
worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the
front left corner. If the machine is not available and the EVA data suggests there is an issue, swap
the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem
still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those
tires onto the subject vehicle.
- If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the
worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040
in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive
customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to
have the lowest runout assembly to the front left corner. If the machine is not available and the
EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the
back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do
not exhibit the same frequency and swap those tires
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2790
onto the subject vehicle.
- After match mounting, the tire/wheel assembly must be rebalanced.
If match mounting tires to in-spec wheels produces assembly values higher than these, tire
replacement may be necessary. Replacing tires at lower values will probably mean good tires are
being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect
force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring.
Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to
measuring.
Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are
more sensitive, and may require lower levels. Also, there are other tire parameters that equipment
such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be
contacted for further instructions.
Important
- When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's
center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are
secondary. Usually a back cone method to the machine should be used. For added accuracy and
repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This
system is offered by all balancer manufacturers in GM's dealer program.
- Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT
recommended, and may void the tire warranty. However, tires may have been ground by the tire
company as part of their tire manufacturing process. This is a legitimate procedure.
Steering Wheel Shake Worksheet
When diagnosing vibration concerns, use the following worksheet in conjunction with the
appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 00-03-10-006F > May > 10 > Wheels/Tires - Tire Radial Force Variation (RFV) > Page 2791
Refer to the appropriate section of SI for specifications and repair procedures that are related to the
vibration concern.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels
Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels
TECHNICAL
Bulletin No.: 05-03-10-003F
Date: April 27, 2010
Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant)
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior
HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels
Supercede: This bulletin is being revised to update the model years and the bulletin reference
information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension).
Condition
Some customers may comment on a low tire pressure condition.
Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel.
Cause
Porosity in the cast aluminum wheel may be the cause.
Notice
This bulletin specifically addresses issues related to the wheel casting that may result in an air
leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin
Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light
Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat).
Correction
1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service
procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the
tire/wheel assembly in a water bath, or use a spray bottle with soap
and water to locate the specific leak location.
Important
- If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim),
the wheel should be replaced.
- If two or more leaks are located on one wheel, the wheel should be replaced.
3. If air bubbles are observed, mark the location.
- If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks.
- If the leak is located on the aluminum wheel area, continue with the next step.
4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the
wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove
the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the
INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose
cleaner, such as 3M(R) General Purpose
Adhesive Cleaner, P/N 08984, or equivalent.
8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use
88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry.
Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging
the repair area may result in an air leak.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 05-03-10-003F > Apr > 10 > Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels >
Page 2796
10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire
Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on
the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and
inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the
tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire
and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI.
Parts Information
Warranty Information (excluding Saab U.S. Models)
Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty
one tube of adhesive/sealant per wheel repair.
For vehicles repaired under warranty, use:
One leak repair per wheel.
Warranty Information (Saab U.S. Models)
For vehicles repaired under warranty, use the table above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON
Wheels: Customer Interest Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON
TECHNICAL
Bulletin No.: 08-03-10-006C
Date: April 27, 2010
Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated,
Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat)
Models:
2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2
2006-2010 HUMMER H3 2005-2009 Saab 9-7X
Supercede: This bulletin is being revised to update the model years. Please discard Corporate
Bulletin Number 08-03-10-006B (Section 03 - Suspension).
Condition
Some customers may comment on a tire that slowly loses air pressure over a period of days or
weeks.
Cause
Abrasive elements in the environment may intrude between the tire and wheel at the bead seat.
There is always some relative motion between the tire and wheel (when the vehicle is driven) and
this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear
continues, there may also be intrusion at the tire/wheel interface by corrosive media from the
environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may
appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be
visible until the tire is dismounted from the wheel.
Notice
This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in
an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please
refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum
Wheels (Repair with Adhesive Sealant)
Correction
In most cases, this type of air loss can be corrected by following the procedure below.
Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to
repair the wheel with the procedure below.
Notice
The repair is no longer advised or applicable for chromed aluminum wheels.
1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and
Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to
be around the bead seat of the wheel, dismount the tire to examine
the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat
Corrosion
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON >
Page 2801
Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel
flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for
additional information on possible wheel porosity issues.
3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a
rough or uneven surface that is difficult for the tire to
maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel
that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion
4. If corrosion is found on the wheel bead seat, measure the affected area as shown below.
- For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of
repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these
dimensions, the wheel should be replaced.
- For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area
of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these
dimensions, the wheel should be replaced.
5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the
corrosion and any flaking paint. You should
remove the corrosion back far enough until you reach material that is stable and firmly bonded to
the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges
that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired
surface.
Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be
visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not
visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend
to the visible surfaces on the FACE of the wheel, that wheel must be replaced.
Important Remove ONLY the material required to eliminate the corrosion from the bead seating
surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as
smooth and level as possible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON >
Page 2802
Acceptably Prepared (Cleaned-Up) Wheel Surface
6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially
available tire sealant such as Patch Brand Bead
Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will
permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this
sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat
7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel
Removal and Installation in SI.
Parts Information
Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at
www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels.
Warranty Information (excluding Saab U.S. Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab U.S. Models)
For vehicles repaired under warranty, use the table above.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Customer Interest: > 08-03-10-006C > Apr > 10 > Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON >
Page 2803
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion
Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion
INFORMATION
Bulletin No.: 00-03-10-002F
Date: April 21, 2011
Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum
Wheels
Models:
2012 and Prior GM Cars and Trucks
Supercede: This bulletin is being revised to update model years, suggest additional restorative
products and add additional corrosion information. Please discard Corporate Bulletin Number
00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the
customer.
What is Chemical Staining of Chrome Wheels? Figure 1
Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an
example). These stains are frequently milky, black, or greenish in appearance. They result from
using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient
to clean wheels.
If the customer insists on using a wheel cleaner they should only use one that specifically states
that it is safe for chromed wheels and does not contain anything in the following list. (Dealers
should also survey any products they use during prep or normal cleaning of stock units for these
chemicals.)
- Ammonium Bifluoride (fluoride source for dissolution of chrome)
- Hydrofluoric Acid (directly dissolves chrome)
- Hydrochloric Acid (directly dissolves chrome)
- Sodium Dodecylbenzenesulfonic Acid
- Sulfamic Acid
- Phosphoric Acid
- Hydroxyacetic Acid
Notice
Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most
customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal.
Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the
paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car
warranty. Soap and water applied with a soft brush is usually all that is required to clean the
calipers.
Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean,
clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts,
lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to
the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the
damage around and under the wheel weight where the cleaner was incompletely flushed away.
Notice
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Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion > Page 2809
Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome
wheels (or any wheels).
If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be
avoided.
For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and
Instructions below.
Warranty of Stained Chrome Wheels
Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome
wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were
returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be
charged back to the dealership. To assist the customer, refer to Customer Assistance and
Instructions below.
Pitting or Spotted Appearance of Chrome Wheels Figure 2
A second type or staining or finish disturbance may result from road chemicals, such as calcium
chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to
Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be
uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels
should be washed with mild soap and water and thoroughly rinsed as soon as conveniently
possible.
Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can
also stain chrome wheels. The staining will look like small pitting. This staining will usually be on
the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward
direction while being splashed by the road chemical. If a vehicle must be operated under such
conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed
as soon as conveniently possible.
Warranty of Pitted or Spotted Chrome Wheels
Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time.
Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish
and may cause damage if the wheels are not kept clean.
Important Notify the customer that this is a one time replacement. Please stress to the customer
the vital importance of keeping the wheels clean if they are operating the vehicle in an area that
applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior
approval by the District Manager - Customer Care and Service Process (DM-CCSP).
"Stardust" Corrosion of Chrome Wheels Figure 3
A third type of finish disturbance results from prolonged exposure to brake dust and resultant
penetration of brake dust through the chrome. As brakes are applied hot particles of brake material
are thrown off and tend to be forced through the leading edge of the wheel spoke windows by
airflow. These
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion > Page 2810
hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed
to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the
chrome leaving a pit or small blister in the chrome.
Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and
Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up
or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars
Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be
waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax
#M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake
dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may
be used. It will clean and shine the chrome and leave behind a wax coating that may help protect
the finish.
Warranty of Stardust Corroded Chrome Wheels
Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be
replaced one time.
Important Notify the customer that this is a one time replacement. Please stress to the customer
the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust
build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care
and Service Process (DM-CCSP).
Customer Assistance and Instructions
GM has looked for ways customers may improve the appearance of wheels damaged by acidic
cleaners. The following product and procedure has been found to dramatically improve the
appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the
following:
Notice
THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN
EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE
APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL
REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED
INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER,
EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS
EXACTLY.
1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce
wheel staining. Flood all areas of the wheel with water
to rinse.
2. Dry the wheels completely.
Notice Begin with a small section of the wheel and with light pressure buff off polish and examine
results. ONLY apply and rub with sufficient force and time to remove enough staining that you are
satisfied with the results. Some wheels may be stained to the extent that you may only achieve a
50% improvement while others may be able to be restored to the original lustre. IN ALL CASES,
only apply until the results are satisfactory.
3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the
polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the
towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If
continued applications fail to improve the appearance
further discontinue use.
This procedure will improve the appearance of the wheels and may, with repeated applications,
restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above
procedure may marginally improve the condition but will not restore the finish or remove the pitting.
In this type of staining the wheel finish has actually been removed in spots and no manner of
cleaning will restore the finish.
†*We believe this source and their products to be reliable. There may be additional manufacturers
of such products/materials. General Motors does not endorse, indicate any preference for or
assume any responsibility for the products or material from this firm or for any such items that may
be available from other sources.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 00-03-10-002F > Apr > 11 > Wheels - Chrome Wheel
Staining/Pitting/Corrosion > Page 2811
*This product is currently available from 3M. To obtain information for your local retail location
please call 3M at 1-888-364-3577.
**This product is currently available from Meguiars (Canada). To obtain information for your local
retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com.
^ This product is currently available from Tri-Peek International. To obtain information for your local
retail location please call Tri-Peek at
1-877-615-4272 or at www.tripeek.com.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum
Wheels
Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels
INFORMATION
Bulletin No.: 99-08-51-007E
Date: March 17, 2011
Subject: Refinishing Aluminum Wheels
Models:
2012 and Prior GM Passenger Cars and Trucks
Supercede: This bulletin is being revised to add additional model years. Please discard Corporate
Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories).
This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not
endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic
refinishing of the wheel's coatings, using recommended procedures, is allowed.
Evaluating Damage
In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion,
scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be
sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the
wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been
refinished by an outside company must be returned to the same vehicle. The Dealer must record
the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to
Refinisher's Responsibility - Outside Company later in this bulletin.
Aluminum Wheel Refinishing Recommendations
- Chrome-plated aluminum wheels Re-plating these wheels is not recommended.
- Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the
clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be
performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later
in this bulletin.
- Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat
procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original
coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum
Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel.
- Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them.
In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is
possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel
should be resurfaced by using a sanding process rather than a machining process. This allows the
least amount of material to be removed.
Important Do not use any re-machining process that removes aluminum. This could affect the
dimensions and function of the wheel.
Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will
better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM
recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle
SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using
any of the painting options, it is recommended that all four wheels be refinished in order to maintain
color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures
and product recommendations.
Refinisher's Responsibility - Outside Company
Important Some outside companies are offering wheel refinishing services. Such refinished wheels
will be permanently marked by the refinisher and are warranted by the refinisher. Any process that
re-machines or otherwise re-manufactures the wheel should not be used.
A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent.
Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is
allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to
assure that the same wheel is returned. A plastic media blast may be used for clean up of the
wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed.
Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed.
Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel
mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel
and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the
new vehicle warranty, whichever is
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 99-08-51-007E > Mar > 11 > Wheels/Tires - Refinishing Aluminum
Wheels > Page 2816
longer.
Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact
surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut
torque.
When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to
reduce the chance of future cosmetic damage.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing
Procedures/Precautions
Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions
INFORMATION
Bulletin No.: 06-03-10-010A
Date: June 09, 2010
Subject: Information on Proper Wheel Changing Procedures and Cautions
Models:
2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab
9-7X 2005-2009 Saturn Vehicles
Attention:
Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel
Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and
reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel
installation. Always refer to SI for wheel lug nut torque specifications and complete jacking
instructions for safe wheel changing.
Supercede: This bulletin is being revised to include the 2011 model year and update the available
special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension).
Frequency of Wheel Changes - Marketplace Driven
Just a few years ago, the increasing longevity of tires along with greater resistance to punctures
had greatly reduced the number of times wheels were removed to basically required tire rotation
intervals. Today with the booming business in accessory wheels/special application tires (such as
winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more
than ever. With this increased activity, it opens up more of a chance for error on the part of the
technician. This bulletin will review a few of the common concerns and mistakes to make yourself
aware of.
Proper Servicing Starts With the Right Tools
The following tools have been made available to assist in proper wheel and tire removal and
installation.
- J 41013 Rotor Resurfacing Kit (or equivalent)
- J 42450-A Wheel Hub Resurfacing Kit (or equivalent)
Corroded Surfaces
One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle.
Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened
wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed
away from water splash. This action may result in clearance at the mating surface of the wheel and
an under-torqued condition.
Caution
Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or
brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting
surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is
moving, possibly resulting in a loss of control or personal injury.
Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If
corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding
pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating
surface.
The J 41013 (or equivalent) can be used to clean the following surfaces:
- The hub mounting surface
- The brake rotor mounting surface
- The wheel mounting surface
Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub.
Lubricants, Grease and Fluids
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing
Procedures/Precautions > Page 2821
Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in
removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to
installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper
readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY.
Notice
Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or
drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to
clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light
coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel
pilot hole to prevent wheel seizure to the axle or bearing hub.
Wheel Stud and Lug Nut Damage
Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse.
You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not
retain properly, yet give the impression of fully tightening. Always inspect and replace any
component suspected of damage.
Tip
Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged
BEFORE tightening the nut.
Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side
of the tire is pointing in the direction of forward rotation.
Wheel Nut Tightening and Torque
Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid
additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown
for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in
order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off
center resulting in vibration.
The Most Important Service You Provide
While the above information is well known, and wheel removal so common, technicians run the risk
of becoming complacent on this very important
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 06-03-10-010A > Jun > 10 > Wheels - Changing
Procedures/Precautions > Page 2822
service operation. A simple distraction or time constraint that rushes the job may result in personal
injury if the greatest of care is not exercised. Make it a habit to double check your work and to
always side with caution when installing wheels.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > All Other Service Bulletins for Wheels: > 04-03-10-012B > Feb > 08 > Wheels - Chrome Wheel Brake Dust
Accumulation/Pitting
Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting
Bulletin No.: 04-03-10-012B
Date: February 01, 2008
INFORMATION
Subject: Pitting and Brake Dust on Chrome wheels
Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior
HUMMER H2, H3 2005-2008 Saab 9-7X
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
04-03-10-012A (Section 03 - Suspension).
Analysis of Returned Wheels
Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have
recently been evaluated. This condition is usually most severe in the vent (or window) area of the
front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the
wheel. The longer this accumulation builds up, the more difficult it is to remove.
Cleaning the Wheels
In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care
Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should
confine your treatment to the areas of the wheel that show evidence of the brake dust build-up.
This product is only for use on chromed steel or chromed aluminum wheels.
Parts Information
Warranty Information
Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited
Warranty.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Page 2827
Wheels: Service Precautions
Notice: Do not scratch or damage the clear coating on aluminum wheels with the tire changing
equipment. Scratching the clear coating could cause the aluminum wheel to corrode and the clear
coating to peel from the wheel.
Remove and install the tire over the curb-side bead seat. Machines which do not have a flat bed for
the wheel to rest may cause cosmetic damage when the wheel is being clamped down. The bottom
bead breaker on some machines may also cause cosmetic damage.
Most tire changing equipment manufacturers have aluminum wheel adapter kits and plastic or
Teflon(R) coated tools which will prevent cosmetic damage. Even with these kits you must modify
some machines.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Technical Service
Bulletins > Page 2828
Wheels: Testing and Inspection
Notice: The use of non-GM original equipment wheels may cause: ^
Damage to the wheel bearing, the wheel fasteners and the wheel
^ Tire damage caused by the modified clearance to the adjacent vehicle components
^ Adverse vehicle steering stability caused by the modified scrub radius
^ Damage to the vehicle caused by the modified ground clearance
^ Speedometer and odometer inaccuracy
Important: Replacement wheels must be equivalent to the original equipment wheels in load
capacity, diameter, rim width, offset and mounting configuration. A wheel of improper size or type
may affect the wheel and bearing life, the brake cooling, the speedometer/odometer calibration, the
vehicle ground clearance and the tire clearance to the body and the chassis.
Replace wheels under the following conditions: ^
The wheels are bent or dented
^ The wheels have excessive radial runout
^ The wheels leak air through the wheel welds
^ The wheels have elongated bolt holes
^ The wheel nuts do not stay tight
^ The wheels are very rusty
Wheels with excessive runout may cause objectionable vibrations.
Steel wheels are identified by a two or three letter code stamped into the rim near the valve stem.
Aluminum wheels have the code, part number, and manufacturer ID cast into their back side.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair
> Aluminum Wheel Porosity Repair
Wheels: Service and Repair Aluminum Wheel Porosity Repair
Repair Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation. 3. Use the following procedure to
locate the leaking areas:
^ Inflate the tire to 275 kPa (40 psi).
^ Dip the tire and wheel into a water bath.
4. Mark the leak areas. 5. Remove the tire from the wheel. 6. Use 80 grit sandpaper to scuff the
inside surface at the leak area. 7. Use a general purpose cleaner such as 3M #08984 or equivalent
to clean the area. 8. Apply a 1/8-inch thick layer of adhesive sealant GM P/N 1052366 or
equivalent to the leak area. 9. Allow 12 hours of drying time.
Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may
break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when
inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads,
deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause
serious personal injury.
1. Install the tire on the wheel. 2. Pressurize to 275 kPa (40 psi). 3. Inspect for leaks. 4. Adjust the
tire pressure in order to meet the specifications. Refer to Tire Inflation Pressure Specifications. 5.
Balance the tire and wheel assembly. Refer to Vibration Diagnosis and Correction under Steering
and Suspension Testing and Inspection. 6. Install the tire and wheel assembly. Refer to Tire and
Wheel Removal and Installation. 7. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair
> Aluminum Wheel Porosity Repair > Page 2831
Wheels: Service and Repair Aluminum Wheel Refinishing
A protective clear coat and/or base color coats the surface of the original equipment cast aluminum
wheels. Surface degradation may develop from the use of wrong balance weights. Frequent,
repeated automatic car wash cleaning from facilities using aggressive silicon carbide tipped tire
brushes for cleaning whitewalls and tires may also damage the finish. Once the protective clear
coat is damaged, exposure to caustic cleaners and/or road salt causes further surface degradation.
The refinishing of aluminum wheels requires that the wheel surface be plastic media blasted in
order to remove old clear coat or paint. The re-machining or the use of chemical strippers is not
recommended due to concerns of repair durability. The service procedure details how to strip,
clean and recoat aluminum wheel rims that are affected by the above condition.
Required Materials
You may use three different paint systems to refinish aluminum wheels. These products have
shown the required repair durability. These products are the only paint systems that meet General
Motors specification 4350M-A336. ^
System 1: Dupont Products
^ System 2: PPG Products
^ System 3: Spies Hecker
Color Selection
If the wheels being painted were previously clear coated aluminum, the use of Corsican SILVER
WAEQ9283 for a fine aluminum-like look or Sparkle SILVER WA9967 for a very bright look is
recommended. Refer to the paint manufacturer's color book for body color selection and
verification. Refinish all four wheels and their center caps to ensure color uniformity.
Important: Refer to and follow the individual formula and process which the manufacturer of each
specific paint system provides. Use the products listed as a system only. Do not mix other
manufacturers' product lines with the required materials of a given system. The products listed in
this manual have shown the required repair durability. These products are the only paint systems
that meet General Motors specification 435M-A336.
Repair Procedure
Caution: To avoid serious personal injury when applying any two part component paint system,
follow the specific precautions provided by the paint manufacturer. Failure to follow these
precautions may cause lung irritation and allergic respiratory reaction.
1. Remove the wheels from the vehicle. Refer to Tire and Wheel Removal and Installation. Keep
the tires mounted on the wheels. 2. Mark the location of the weights on the tire. 3. Remove the
balance weights. 4. Record the value of each weight for reinstallation. 5. Use wax and grease
remover to wipe any excess grease and/or dirt from the wheels.
Important: The re-machining of aluminum wheels or the use of chemical strippers is not
recommended due to concerns of durability.
6. Blast the wheels with plastic media in order to remove old paint or clear coat. 7. Mask off the
wheels and tires. 8. Refer to and follow the individual painting formula and process provided by the
manufacturer of each specific paint system. 9. Unmask the wheels and tires.
10. Install the new coated balance weights at the locations marked on the tires. 11. Clean all wheel
mounting surfaces of any corrosion, overspray or dirt.
Install the wheels to the vehicle. Refer to Tire and Wheel Removal and Installation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheels > Component Information > Service and Repair
> Aluminum Wheel Porosity Repair > Page 2832
Wheels: Service and Repair Steel Wheel Repair
Wheel repairs that use welding, heating, or peening are not approved. An inner tube is not an
acceptable repair for leaky wheels or tires. If a steel wheel is found to be leaking, replace the wheel
with one of original equipment quality.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information >
Specifications
Wheel Bearing: Specifications
On models with serviceable wheel bearings, use GC Wheel Bearing Grease.
GC .......................................................................................................................................................
............. Wheel Bearing Grease, NLGI Classification
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and
Repair > Front Wheel Drive Shaft Bearing Replacement
Wheel Bearing: Service and Repair Front Wheel Drive Shaft Bearing Replacement
Front Wheel Drive Shaft Bearing Replacement
Removal Procedure
Tools Required ^
J 28733-B Spindle Remover
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. Refer to
Tire and Wheel Removal and Installation in Wheels, Tires and Alignment.
3. Disconnect the wheel speed sensor electrical connector (2).
4. Remove the wheel speed sensor electrical connector from the bracket. 5. Remove the brake
caliper bracket with the brake caliper. Refer to Brake Caliper Bracket Replacement (Front) or Brake
Caliper Bracket
Replacement (Rear) in Brakes and Traction Control.
6. Remove the brake rotor. Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear) in Brakes and Traction Control. 7. Remove the wheel drive shaft nut. Refer to Wheel Drive
Shaft Replacement in Wheel Drive Shafts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and
Repair > Front Wheel Drive Shaft Bearing Replacement > Page 2838
8. Use three wheel nuts in order to attach the J 28733-B to the wheel bearing/hub. 9. Use the J
28733-B in order to push the wheel drive shaft out of the wheel bearing/hub.
10. Remove and DISCARD the wheel bearing/hub bolts.
Important: Ensure that the wheel drive shaft outer seal (boot) is not damaged.
11. Remove the wheel bearing/hub.
Installation Procedure
1. Install the wheel bearing/hub.
Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are
removed. Failure to replace these fasteners after they become loose or are removed may cause
loss of vehicle control and personal injury.
Notice: Refer to Fastener Notice in Service Precautions
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and
Repair > Front Wheel Drive Shaft Bearing Replacement > Page 2839
2. Install NEW wheel bearing/hub bolts.
Tighten the NEW wheel bearing/hub bolts to 130 Nm (96 ft. lbs.).
3. Install the wheel drive shaft nut. Refer to Wheel Drive Shaft Replacement in Wheel Drive Shafts.
4. Install the brake rotor. Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear) in Brakes and Traction Control. 5. Install the brake caliper bracket with the brake caliper.
Refer to Brake Caliper Bracket Replacement (Front) or Brake Caliper Bracket Replacement
(Rear) in Brakes and Traction Control.
Important: Ensure that the connector clip engages the bracket properly.
6. Install the wheel speed sensor electrical connector to the bracket.
7. Connect the wheel speed sensor electrical connector (2). 8. Install the tire and wheel. Refer to
Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 9. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and
Repair > Front Wheel Drive Shaft Bearing Replacement > Page 2840
Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement-Rear
Wheel Bearing/Hub Replacement - Rear
Removal Procedure
The wheel bearing in the rear wheel hub is integrated into one unit. The hub is non-serviceable. If
the hub and/or bearing is damaged, replace the complete hub and bearing assembly. 1. Raise and
suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tires and wheels. Refer to Tire
and Wheel Removal and Installation in Wheels, Tires and Alignment. 3. Remove the rear caliper
and bracket. Refer to Brake Caliper Bracket Replacement (Rear) in Disc Brakes. 4. Remove the
brake rotor. Refer to Brake Rotor Replacement (Rear) in Disc Brakes.
5. Disconnect the ABS electrical connector from the wheel speed sensor (1). Refer to Wheel Speed
Sensor Replacement (Rear) in Antilock Brakes.
6. Remove the rear wheel hub-to-knuckle bolts. 7. Remove the rear wheel hub and park brake
assembly from the knuckle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and
Repair > Front Wheel Drive Shaft Bearing Replacement > Page 2841
8. Remove the parking brake lever bracket (8). 9. Remove the parking brake actuator (6).
Installation Procedure
1. Install the parking brake lever bracket (8). 2. Install the parking brake actuator (6). 3. Install the
rear wheel hub and park brake assembly to the knuckle.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install new rear wheel hub-to-knuckle bolts.
Tighten the hub mounting bolts to 75 Nm (55 ft. lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Bearing > Component Information > Service and
Repair > Front Wheel Drive Shaft Bearing Replacement > Page 2842
5. Connect the ABS electrical connector to the wheel speed sensor (1). Refer to Wheel Speed
Sensor Replacement (Rear) in Antilock Brakes. 6. Install the brake rotor. Refer to Brake Rotor
Replacement (Rear) in Disc Brakes. 7. Install the rear caliper and bracket. Refer to Brake Caliper
Bracket Replacement (Rear) in Disc Brakes. 8. Install the tires and wheels. Refer to Tire and
Wheel Removal and Installation in Wheels, Tires and Alignment. 9. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Cover > Component Information > Service and
Repair
Wheel Cover: Service and Repair
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation. 3. Place a squared off block of wood
approximately 50 mm (2 inch) diameter against the back surface of the cap. 4. Use a hammer to
strike the block of wood to remove the cap.
Installation Procedure
Notice: Failure to hit the cap squarely without the load distributed evenly could result in permanent
damage to the cap.
1. Place the cap into position at the wheel opening. 2. Place a block of wood at least 76 mm (3
inch) diameter against the cap face. 3. Use a hammer to strike the block of wood to install the cap.
4. Install the tire and wheel assembly. Refer to Tire and Wheel Removal and Installation. 5. Lower
the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Hub > Axle Nut > Component Information >
Specifications
Axle Nut: Specifications
Front Wheel Drive Shaft Nut 159 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > Customer Interest: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing
Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing
Bulletin No.: 01-03-10-009A
Date: July 27, 2004
TECHNICAL
Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add
Sealant to All Covers)
Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO)
with Plastic Wheel Nut Covers
Supercede:
This bulletin is being revised to add additional models years. Please discard Corporate Bulletin
Number 01-03-10-009.
Condition
Some customers may comment that the plastic wheel nut covers are missing and/or loose.
Correction
Important:
^ DO NOT USE a silicone-based adhesive.
^ Do not apply the *permatex(R) around the threads in a circular pattern.
^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in
height and 5 mm (0.2 in) in width.
Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) #
2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight
plus a 1/4 turn with a hand wrench.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such material.
General Motors does not endorse, indicate any preference for or assume any responsibility for the
products from this firm or for any other such items which may be available from other sources.
Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier)
^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed
^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded
^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed
^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded
^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed
Warranty Information
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > Customer Interest: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing >
Page 2858
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel
Nut Covers Loose/Missing
Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing
Bulletin No.: 01-03-10-009A
Date: July 27, 2004
TECHNICAL
Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add
Sealant to All Covers)
Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO)
with Plastic Wheel Nut Covers
Supercede:
This bulletin is being revised to add additional models years. Please discard Corporate Bulletin
Number 01-03-10-009.
Condition
Some customers may comment that the plastic wheel nut covers are missing and/or loose.
Correction
Important:
^ DO NOT USE a silicone-based adhesive.
^ Do not apply the *permatex(R) around the threads in a circular pattern.
^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in
height and 5 mm (0.2 in) in width.
Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) #
2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight
plus a 1/4 turn with a hand wrench.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such material.
General Motors does not endorse, indicate any preference for or assume any responsibility for the
products from this firm or for any other such items which may be available from other sources.
Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier)
^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed
^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded
^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed
^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded
^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed
Warranty Information
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel
Nut Covers Loose/Missing > Page 2864
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 99-03-10-103 > Oct > 99 > Wheels - Stud Removal
Tool Change
Wheel Fastener: All Technical Service Bulletins Wheels - Stud Removal Tool Change
File In Section: 03 - Suspension
Bulletin No.: 99-03-10-103
Date: October, 1999
INFORMATION
Subject: Discontinue Usage of Tool J 6627-A for Wheel Stud Removal
Models: 1992-99 Buick Riviera 1992-2000 Buick Century, LeSabre, Park Avenue, Regal
1992-2000 Cadillac DeVille, Eldorado, Seville 1992-96 Chevrolet Lumina APV 1997 Chevrolet
Corvette (C-5) 1997-2000 Chevrolet Venture 2000 Chevrolet Impala, Monte Carlo 1992-99
Oldsmobile Aurora, Eighty Eight, Regency 1992-2000 Oldsmobile Silhouette 1998-2000
Oldsmobile Intrigue 1992-98 Pontiac Trans Sport 1992-2000 Pontiac Bonneville, Grand Prix
1999-2000 Pontiac Montana
SPECIAL TOOL J 6627-A IS NOT TO BE USED AS THE WHEEL STUD REMOVAL TOOL FOR
THE ABOVE VEHICLES.
Notice:
The fingers of J 6627-A extend too far down the back of the wheel hub and bearing assembly.
When this tool is used as a wheel stud press, it may cause damage to the wheel hub inner seal. If
the seal is damaged, water intrusion may occur and the life span of the wheel hub and bearing
assembly may be decreased.
Important:
If any seal is damaged, it is recommended that the wheel hub and bearing assembly be replaced.
USE OF EITHER SPECIAL TOOL J 35917 OR J 43631 IS RECOMMENDED IN ORDER TO
PROPERLY REMOVE THE WHEEL STUDS ON THE VEHICLES LISTED ABOVE.
These tools have similar dimensions and differ slightly in appearance, therefore, only one
illustration is included.
Notice:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wheel Fastener: > 99-03-10-103 > Oct > 99 > Wheels - Stud Removal
Tool Change > Page 2869
Do not remove the wheel studs with a hammer. This technique can potentially damage the wheel
hub and bearing assembly.
In addition to using special tool J 35917 or J 43631, the following vehicles require the front wheel
hub bearing to be removed from the front aluminum knuckle in order to replace the wheel stud:
- 1995-99 Buick Riviera
- 1997-2000 Buick Century, Park Avenue Regal
- 2000 Buick LeSabre
- 1997-2000 Cadillac DeVille, Eldorado, Seville
- 1997 Chevrolet Corvette (C-S)
- 1997-2000 Chevrolet Venture
- 2000 Chevrolet Impala, Monte Carlo
- 1995-99 Oldsmobile Aurora
- 1997-2000 Oldsmobile Silhouette
- 1998-2000 Oldsmobile Intrigue
- 1997-98 Pontiac Trans Sport
- 1997-2000 Pontiac Grand Prix
- 1999-2000 Pontiac Montana
- 2000 Pontiac Bonneville
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wheel Fastener: > 99-03-10-103 > Oct > 99 > Wheels - Stud Removal
Tool Change
Wheel Fastener: All Technical Service Bulletins Wheels - Stud Removal Tool Change
File In Section: 03 - Suspension
Bulletin No.: 99-03-10-103
Date: October, 1999
INFORMATION
Subject: Discontinue Usage of Tool J 6627-A for Wheel Stud Removal
Models: 1992-99 Buick Riviera 1992-2000 Buick Century, LeSabre, Park Avenue, Regal
1992-2000 Cadillac DeVille, Eldorado, Seville 1992-96 Chevrolet Lumina APV 1997 Chevrolet
Corvette (C-5) 1997-2000 Chevrolet Venture 2000 Chevrolet Impala, Monte Carlo 1992-99
Oldsmobile Aurora, Eighty Eight, Regency 1992-2000 Oldsmobile Silhouette 1998-2000
Oldsmobile Intrigue 1992-98 Pontiac Trans Sport 1992-2000 Pontiac Bonneville, Grand Prix
1999-2000 Pontiac Montana
SPECIAL TOOL J 6627-A IS NOT TO BE USED AS THE WHEEL STUD REMOVAL TOOL FOR
THE ABOVE VEHICLES.
Notice:
The fingers of J 6627-A extend too far down the back of the wheel hub and bearing assembly.
When this tool is used as a wheel stud press, it may cause damage to the wheel hub inner seal. If
the seal is damaged, water intrusion may occur and the life span of the wheel hub and bearing
assembly may be decreased.
Important:
If any seal is damaged, it is recommended that the wheel hub and bearing assembly be replaced.
USE OF EITHER SPECIAL TOOL J 35917 OR J 43631 IS RECOMMENDED IN ORDER TO
PROPERLY REMOVE THE WHEEL STUDS ON THE VEHICLES LISTED ABOVE.
These tools have similar dimensions and differ slightly in appearance, therefore, only one
illustration is included.
Notice:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wheel Fastener: > 99-03-10-103 > Oct > 99 > Wheels - Stud Removal
Tool Change > Page 2875
Do not remove the wheel studs with a hammer. This technique can potentially damage the wheel
hub and bearing assembly.
In addition to using special tool J 35917 or J 43631, the following vehicles require the front wheel
hub bearing to be removed from the front aluminum knuckle in order to replace the wheel stud:
- 1995-99 Buick Riviera
- 1997-2000 Buick Century, Park Avenue Regal
- 2000 Buick LeSabre
- 1997-2000 Cadillac DeVille, Eldorado, Seville
- 1997 Chevrolet Corvette (C-S)
- 1997-2000 Chevrolet Venture
- 2000 Chevrolet Impala, Monte Carlo
- 1995-99 Oldsmobile Aurora
- 1997-2000 Oldsmobile Silhouette
- 1998-2000 Oldsmobile Intrigue
- 1997-98 Pontiac Trans Sport
- 1997-2000 Pontiac Grand Prix
- 1999-2000 Pontiac Montana
- 2000 Pontiac Bonneville
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information >
Specifications > Tightening Torque
Wheel Fastener: Specifications Wheel Fastener Torque
Wheel Fastener Torque
Wheel Fastener 100 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information >
Specifications > Tightening Torque > Page 2878
Lug Nut Torque Patterns
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information >
Specifications > Page 2879
Wheel Fastener: Description and Operation
Metric wheel nuts have the word Metric stamped on the face. The letter M is stamped at the end of
the metric wheel stud. Thread size of the metric wheel nuts and studs is indicated by the following
example: M12 x 1.5 ^
M = Metric
^ 12 = Diameter in millimeters
^ 1.5 = Millimeters per thread (gap between)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information >
Specifications > Page 2880
Wheel Fastener: Service and Repair
Removal Procedure
Tools Required ^
J 35917 Wheel Bolt Remover
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly.
Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 3. Remove the
brake caliper and bracket. Refer to Brake Caliper Bracket Replacement (Front) or Brake Caliper
Bracket Replacement (Rear) in Disc
Brakes.
4. Remove the rotor (3). Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear) in Disc Brakes. 5. Use the J 35917 (2) to extract the wheel hub bolt from the hub (1). 6.
Clean the wheel hub flange and clean the rotor of any corrosion, metal chips or foreign material.
Installation Procedure
1. Install the replacement bolt in the wheel hub (1). 2. Add enough washers to draw the bolt into the
hub.
Important: Seat the wheel bolt fully against the hub flange.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the wheel nut with the flat side to the washers.
Tighten the wheel nut until the wheel bolt head seats against the hub flange.
4. Back off the wheel nut. 5. Remove the washers.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information >
Specifications > Page 2881
6. Install the rotor (3). Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear) in Disc Brakes. 7. Install the brake caliper. Refer to Brake Caliper Bracket Replacement
(Front) or Brake Caliper Bracket Replacement (Rear) in Disc Brakes. 8. Install the tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 9.
Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Wheels and Tires > Wheel Fastener > Component Information >
Specifications > Page 2882
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Jump Starting > System Information > Service Precautions > Technician
Safety Information
Jump Starting: Technician Safety Information
CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure
to follow the correct procedure could cause the following conditions:
- Air bag deployment
- Personal injury
- Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
- Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
- If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
CAUTION: Before servicing any electrical component, the ignition key must be in the OFF or LOCK
position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a
tool or equipment could easily come in contact with a live exposed electrical terminal, also
disconnect the negative battery cable. Failure to follow these precautions may cause personal
injury and/or damage to the vehicle or its components.
CAUTION: Batteries produce explosive gases, contain corrosive acid, and supply levels of
electrical current high enough to cause burns. Therefore, to reduce the risk of personal injury when
working near a battery:
- Always shield your eyes and avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and
thoroughly any contacted areas with water and get medical help.
- Follow each step of the jump starting procedure in order.
- Treat both the booster and the discharged batteries carefully when using the jumper cables.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Jump Starting > System Information > Service Precautions > Technician
Safety Information > Page 2887
Jump Starting: Vehicle Damage Warnings
NOTE: Never operate the starter motor for more than 30 seconds at a time. Allow it to cool for at
least two minutes. Overheating, caused by too much cranking, will damage the starter motor.
NOTE: Do not use the boost, jump start, crank, or an equivalent setting that may be available on
the battery charger for prolonged charging of the battery. Using such settings may damage the
battery due to overheating, excessive gassing, or spewing of electrolyte from the vents.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Jump Starting > System Information > Service Precautions > Page 2888
Jump Starting: Service and Repair
JUMP STARTING IN CASE OF EMERGENCY
CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply
levels at electrical current high enough to cause burns. Therefore, in order to reduce the risk of
personal injury while working near a battery, observe the following guidelines:
- Always shield your eyes.
- Avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly.
- Get medical help.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
1. Position the vehicle with the booster (charged) battery so that the jumper cables will comfortably
reach.
- Do not let the two vehicles touch.
- Make sure that the jumper cables do not have loose clamps, or missing insulation.
2. Place the automatic transmission in PARK. 3. Set the parking brake. 4. Block the wheels. 5. Turn
off all electrical loads that are not needed (leave the hazard flashers ON). 6. Turn OFF the ignition
switch. 7. Attach the end of one jumper cable to the positive terminal of the booster battery (A1).
8. Open the junction block cover. 9. Attach the other end of the same jumper cable to the junction
block terminal (B2).
10. Attach one end of the remaining jumper cable to the negative terminal of the booster battery
(A3).
NOTE: Do not connect the negative booster cable to the housings of other vehicle electrical
accessories or equipment. The current flow during jump starting may damage such equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Maintenance > Jump Starting > System Information > Service Precautions > Page 2889
11. Make the final connection of the negative cable to the grounding tab on the generator mounting
bracket, connected directly to the block, away
from the discharged battery (B4).
12. Start the engine of the vehicle that is providing the jump start and turn off all electrical
accessories. 13. Crank the engine of the vehicle with the discharged battery. 14. Reverse the steps
exactly when removing the jumper cables. The negative battery cable must first be disconnected
from the engine that was jump
started.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Compression Check > System Information >
Specifications
Compression Check: Specifications
The lowest reading should not be less than 70 percent of the highest reading.
No cylinder reading should be less than 689 kPa (100 psi).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Compression Check > System Information >
Specifications > Page 2895
Compression Check: Testing and Inspection
A compression pressure test of the engine cylinders determines the condition of the rings, the
valves, and the head gasket.
Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse
block.
1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the
cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open
position. 6. Measure the engine compression, using the following procedure:
6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the
engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on
the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each
cylinder.
7. Record the compression readings from all of the cylinders.
- The lowest reading should not be less than 70 percent of the highest reading.
- No cylinder reading should be less than 689 kPa (100 psi).
8. The following list is examples of the possible measurements:
- When the compression measurement is normal, the compression builds up quickly and evenly to
the specified compression on each cylinder.
- When the compression is low on the first stroke and tends to build up on the following strokes, but
does not reach the normal compression, the piston rings may be the cause.
- If the compression improves considerably with the addition of three squirts of oil, the piston rings
may be the cause.
- When the compression is low on the first stroke and does not build up in the following strokes, the
valves may be the cause.
- The addition of oil does not affect the compression, the valves may be the cause.
- When the compression is low on two adjacent cylinders, or coolant is present in the crankcase,
the head gasket may be the cause.
9. Remove the block from the throttle plate.
10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain
Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft
Bearing > Component Information > Service and Repair
Camshaft Bearing: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft
Gear/Sprocket > Component Information > Technical Service Bulletins > Camshaft Sprocket - Design Identification
Camshaft Gear/Sprocket: Technical Service Bulletins Camshaft Sprocket - Design Identification
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 00-06-01-004
Date: March, 2000
INFORMATION
Subject: Identification of Camshaft Sprocket Design for Service
Models: 2000 Buick Century 2000 Chevrolet Impala, Malibu, Monte Carlo, Venture 2000
Oldsmobile Alero, Silhouette 2000 Pontiac Grand Am, Montana With 3.1 L or 3.4 L Engine (VINs J,
E - RPOs LGB, LA1)
Some dealers may have parts identification concerns regarding the 2000 3.1 L and 3.4 L engines
(RPOs LG8, LA1) camshaft and crankshaft timing components. Dealers may have encountered
that parts ordered do not fit, or have a different appearance than those the vehicle was originally
equipped with.
The cause is revised drive sprockets, chain and dampener introduced into vehicle production,
replacing previous design components. This occurred during the model year.
Important: Previous and revised design components may not be intermixed with each other.
Attempting to use a mix of the two types of timing components will result in the inability to assemble
and time the vehicle.
Reference the following figures and associated pant numbers to clarify which replacement parts
should be ordered, depending upon which design the vehicle was equipped with. If it is necessary
to replace all components during service, it is recommended to use the revised design
components.
Parts are currently available from GMSPO.
Previous Design Sprocket Identification And Part Numbers
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft
Gear/Sprocket > Component Information > Technical Service Bulletins > Camshaft Sprocket - Design Identification > Page
2904
Revised Sprocket Design
Revised Sprocket Identification And Part Numbers
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft
Gear/Sprocket > Component Information > Technical Service Bulletins > Page 2905
Camshaft Gear/Sprocket: Specifications
Camshaft Sprocket Bolt 103 lb. ft.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft
Thrust Plate > Component Information > Specifications
Camshaft Thrust Plate: Specifications
Camshaft Thrust Plate Screw 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft,
Engine > Component Information > Specifications
Camshaft: Specifications
Lobe Lift (Intake and Exhaust) 0.2727 in
Journal Diameter 1.868 - 1.869 in
Camshaft Bearing Bore Diameter-Front and Rear 2.009 - 2.011 in
Camshaft Bearing Bore Diameter-Middle #2 and #3 1.999 - 2.001 in
Camshaft Bearing Inside Diameter 1.871 - 1.872 in
Journal Clearance 0.001 - 0.0039 in
Journal Runout-Max 0.001 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Camshaft,
Engine > Component Information > Specifications > Page 2912
Camshaft: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash
Adjuster, Valve > Component Information > Specifications
Lifter / Lash Adjuster: Specifications
Valve Lifter Guide Bolt 89 in.lb
Roller Lifter Hydraulic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash
Adjuster, Valve > Component Information > Service and Repair > Valve Lifter Replacement
Lifter / Lash Adjuster: Service and Repair Valve Lifter Replacement
Removal Procedure
1. Remove the left valve rocker arm cover. Refer to Valve Rocker Arm Cover Replacement (Left
Front) or Valve Rocker Arm Cover Replacement
(Right Pear).
2. Remove the right valve rocker arm cover. Refer to Valve Rocker Arm Cover Replacement (Left
Front) or Valve Rocker Arm Cover Replacement
(Right Rear).
3. Remove the upper intake manifold. Refer to Intake Manifold Replacement (Upper) or Intake
Manifold Replacement (Lower). 4. Remove the lower intake manifold. Refer to Intake Manifold
Replacement (Upper) or Intake Manifold Replacement (Lower). 5. Remove the valve rocker arms
and pushrods. Refer to Valve Rocker Arm and Push Rod Replacement. 6. Remove the lifter guide
bolts. 7. Remove the lifter guide(s). 8. Remove the valve lifter(s). 9. Clean the gasket surfaces.
10. Clean the valve train parts. 11. Inspect the valve lifters and the cam lobes for wear. Refer to
Valve Lifters Clean and Inspect.
Installation Procedure
1. Install the valve lifter(s) to the same location from which they were removed. 2. Install the lifter
guide(s) and bolts. Refer to Valve Lifter Installation. 3. Install the valve rocker arms and pushrods.
Refer to Valve Rocker Arm and Push Rod Replacement. 4. Install the lower intake manifold. Refer
to Intake Manifold Replacement (Upper) or Intake Manifold Replacement (Lower). 5. Install the
upper intake manifold. Refer to Intake Manifold Replacement (Upper) or Intake Manifold
Replacement (Lower). 6. Install the right valve rocker arm cover. Refer to Valve Rocker Arm Cover
Replacement (Left Front) or Valve Rocker Arm Cover Replacement
(Right Rear).
7. Install the left valve rocker arm cover. Refer to Valve Rocker Arm Cover Replacement (Left
Front) or Valve Rocker Arm Cover Replacement
(Right Rear).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Lifter / Lash
Adjuster, Valve > Component Information > Service and Repair > Valve Lifter Replacement > Page 2918
Lifter / Lash Adjuster: Service and Repair Additional Information
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Push Rod >
Component Information > Service and Repair
Push Rod: Service and Repair
Valve Rocker Arm and Push Rod Replacement
- Tools Required J36660-A Torque Angle Meter
Removal Procedure
1. Remove the valve rocker covers.
Important: Keep the components separated in order to install the components in the same location.
2. Remove the rocker arm bolts. 3. Remove the rocker arms.
Important: Keep the pushrods in order in order to install the pushrods in the original position.
4. Remove the pushrods.
Installation Procedure
1. Install the pushrods in the original location.
- Coat the ends of the pushrods with GM P/N 1052356 or the equivalent.
- The intake pushrods are identified with yellow stripes and are 5 3/4 inches long.
- Exhaust pushrods are identified with green stripes and are 6 inches long. Ensure that the pushrods seat in the lifter.
2. Install the rocker arms.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the rocker arm bolts. See TSB 02-06-01-034
Tighten the rocker arm bolts to 14 Nm (124 inch lbs.). Use the J36660-A in order to tighten the
bolts an additional 30 degrees.
4. Install the valve rocker covers.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Rocker Arm
Assembly > Component Information > Technical Service Bulletins > Engine - Rocker Arm Bolt Tightening Specification
Update
Rocker Arm Assembly: Technical Service Bulletins Engine - Rocker Arm Bolt Tightening
Specification Update
File In Section: 06 - Engine/propulsion System
Bulletin No.: 02-06-01-034
Date: October, 2002
SERVICE MANUAL UPDATE
Subject: Revised Rocker Arm Bolt Fastener Tightening Specification
Models: 1996-1998 Buick Skylark 1996-2002 Buick Regal 1997-2002 Buick Century 1996
Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1996-2002 Chevrolet Monte
Carlo 1997 Chevrolet Venture 1997-2003 Chevrolet Malibu 2000-2002 Chevrolet Impala
1996-1997 Oldsmobile Cutlass Supreme, Silhouette 1996-1998 Oldsmobile Achieve 1998-1999
Oldsmobile Cutlass, Intrigue 1999-2002 Oldsmobile Alero 1996-1997 Pontiac Trans Sport
1996-2003 Pontiac Grand Am, Grand Prix with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82,
LG8, LA1)
This bulletin is being issued to revise the rocker arm bolt fastener tightening specification found in
several procedures in the Engine Mechanical - 3.1L sub-section and the Engine Mechanical - 3.4L
sub-section of the Service Manual. Please replace the current information in the Service Manual
with the following information.
The following information has been updated within SI. If you are using a paper version of this
Service Manual, please make a reference to this bulletin on the affected page.
The correct torque for the rocker arm bolt is 14 N.m (124 lb in) plus 30 degrees. This specification
can be found in Fastener Tightening Specifications, Valve Rocker Arm and Push Rod Replacement
and Lower Intake Manifold Replacement (for 1996 Chevrolet Beretta/Corsica, 1996-1997 Buick
Skylark, Pontiac Grand Am, Oldsmobile Achieva and 1997 Chevrolet Malibu ONLY).
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Rocker Arm
Assembly > Component Information > Technical Service Bulletins > Page 2926
Rocker Arm Assembly: Specifications
This article has been updated with bulletin No: 02-06-01-034.
REVISED ROCKER ARM BOLT FASTENER TIGHTENING SPECIFICATION
Rocker arm bolt ...................................................................................................................................
.................................. 14 N.m (124 lb. in.) plus 30°
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Camshaft, Lifters and Push Rods > Rocker Arm
Assembly > Component Information > Technical Service Bulletins > Page 2927
Rocker Arm Assembly: Service and Repair
Valve Rocker Arm and Push Rod Replacement
- Tools Required J36660-A Torque Angle Meter
Removal Procedure
1. Remove the valve rocker covers.
Important: Keep the components separated in order to install the components in the same location.
2. Remove the rocker arm bolts. 3. Remove the rocker arms.
Important: Keep the pushrods in order in order to install the pushrods in the original position.
4. Remove the pushrods.
Installation Procedure
1. Install the pushrods in the original location.
- Coat the ends of the pushrods with GM P/N 1052356 or the equivalent.
- The intake pushrods are identified with yellow stripes and are 5 3/4 inches long.
- Exhaust pushrods are identified with green stripes and are 6 inches long. Ensure that the pushrods seat in the lifter.
2. Install the rocker arms.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the rocker arm bolts. See TSB 02-06-01-034
Tighten the rocker arm bolts to 14 Nm (124 inch lbs.). Use the J36660-A in order to tighten the
bolts an additional 30 degrees.
4. Install the valve rocker covers.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement
Connecting Rod Bearing: Service and Repair Connecting Rod Bearing Replacement
Removal Procedure
Notice: Refer to Engine Emission Notice in Service Precautions.
Tools Required J 5239 Connecting Rod Bolt Guide Set
1. Remove the oil pan. Refer to Oil Pan Replacement. 2. Remove the oil pump. Refer to Oil Pump
Replacement. 3. Remove the crankshaft oil deflector. Refer to Crankshaft Oil Deflector
Replacement. 4. Turn the crankshaft until the piston and rod assembly to be serviced is at Bottom
Dead Center (BDC).
Important: Place matchmarks or numbers on the connecting rod and connecting rod caps. The
connecting rod caps must be assembled to their original connecting rod.
5. Remove the connecting rod nuts. 6. Remove the connecting rod cap. 7. Remove the lower
connecting rod bearing.
Notice: Install thread protector in order to avoid damage to the crankshaft journal.
8. Install the J5239. 9. Push the piston and connecting rod up the cylinder in order to gain access
to the upper connecting rod bearing.
10. Remove the upper connecting rod bearing. 11. Wipe oil from the connecting rod bearings and
crankshaft connecting rod journal. 12. Inspect the connecting rod bearings. Refer to Piston,
Connecting Rod, and Bearings Clean and Inspect. 13. Inspect the connecting rod cap and
connecting rod. Refer to Piston, Connecting Rod, and Bearings Clean and Inspect. 14. Inspect the
crankshaft connecting rod journal. Refer to Crankshaft and Bearings Clean and Inspect.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement > Page 2933
Installation Procedure
Notice: Refer to Engine Emission Notice in Service Precautions.
Tools Required J 5239 Connecting Rod Bolt Guide Set
- J 36660-A Torque Angle Meter
1. Install upper connecting rod bearing into connecting rod. 2. Coat the inside surfaces of the upper
connecting rod bearing with new engine oil. 3. Using the J 5239 pull the piston and rod assembly
down to the crankshaft. 4. Remove the J 5239. 5. Install the lower connecting rod bearing into the
connecting rod cap. 6. Coat the inside surfaces of the lower connecting rod bearing with new
engine oil.
7. Install the connecting rod cap with lower connecting rod bearing.
Notice: Refer to Fastener Notice in Service Precautions.
8. Install the connecting rod nuts. Refer to Piston, Connecting Rod, and Bearing Installation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement > Page 2934
9. Measure the connecting rod side clearance using the following procedure:
9.1. Install all connecting rod bearings. 9.2. Lightly tap each connecting rod parallel to the crankpin
in order to make sure the connecting rods have clearance. 9.3. Measure the side clearance
between the connecting rod caps using a feeler gage, or dial indicator. Refer to Crankpin (Rod Side
Clearance) in
Specifications for the connecting rod side clearance.
10. Install the crankshaft oil deflector. Refer to Crankshaft Oil Deflector Replacement. 11. Install the
oil pump. Refer to Oil Pump Replacement. 12. Install the oil pan. Refer to Oil Pan Replacement.
Piston, Connecting Rod, and Bearing Replacement
Removal Procedure
- Tools Required J 5239 Connecting Rod Bolt Guide Set
- J 24270 Cylinder Bore Ridge Reamer
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. Refer to
Oil Pan Replacement. 3. Remove the oil pump. Refer to Oil Pump Replacement. 4. Remove the
crankshaft oil deflector. Refer to Crankshaft Oil Deflector Replacement. 5. Turn the crankshaft until
the piston and rod assembly to be serviced is at Bottom Dead Center (BDC). 6. Lower the engine
onto the frame. 7. Lower the vehicle. 8. Remove the engine support fixture. 9. Remove the cylinder
head(s). Refer to Cylinder Head Replacement (Left) and/or Cylinder Head Replacement (Right).
10. Use the following procedure in order to remove the ring ridge, as necessary:
10.1. Turn the crankshaft until the piston is at the bottom of its stroke. 10.2. Place a cloth on top of
the piston. 10.3. Use the J 24270 in order to remove the piston ring ridge. 10.4. Turn the crankshaft
so that the piston is at the top of its stroke.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement > Page 2935
10.5. Remove the cloth and cutting debris.
11. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Important: Place matchmarks or numbers on the connecting rod and connecting rod caps. The
connecting rod caps must be assembled to their original connecting rod.
12. Remove the connecting rod nuts. 13. Remove the connecting rod cap. 14. Remove the lower
connecting rod bearing.
Notice: Install thread protector in order to avoid damage to the crankshaft journal.
15. Install the J 5239. 16. Push the piston and rod up through the cylinder. 17. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement > Page 2936
18. Remove the connecting rod, upper connecting rod bearing and piston out of the top of the
engine block. 19. Wipe oil from the connecting rod bearings and crankshaft connecting rod journal.
20. Inspect the piston. Refer to Piston, Connecting Rod, and Bearings Clean and Inspect. 21.
Inspect the connecting rod bearings. Refer to Piston, Connecting Rod, and Bearings Clean and
Inspect. 22. Inspect the connecting rod cap and connecting rod. Refer to Piston, Connecting Rod,
and Bearings Clean and Inspect. 23. Inspect the crankshaft connecting rod journal. Refer to
Crankshaft and Bearings Clean and Inspect. 24. Protect the crankshaft journals from honing debris.
25. Clean the cylinder bores with a light honing. 26. Clean the cylinder bores with hot water and
detergent. 27. Swab the bores with a clean, dry cloth. 28. Swab the bores with new engine oil and
a clean, dry cloth.
Installation Procedure
- Tools Required J 5239 Connecting Rod Bolt Guide Set
- J 8037 Piston Ring Compressor
- J 36660-A Torque Angle Meter
1. Coat the piston, the piston rings, the cylinder bore, and the bearing surfaces with new engine oil.
2. Install the J 5239. 3. Compress the piston rings using the J 8037.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement > Page 2937
4. When installing the piston and connecting rod assembly, the stamped arrow on the piston must
point to the front of the engine while the flange on
the connecting rod must face toward the front of the piston on the left hand, and face toward the
rear of the piston on the right hand.
5. Install the piston into its original bore using the J 5239 and the J 8037 and lightly tapping the top
of the piston with a wooden hammer handle. 6. Firmly hold the J 8037 against the engine block
until all of the piston rings have entered the cylinder bore. 7. Raise and suitably support the vehicle.
Refer to Vehicle Lifting. 8. Install the upper connecting rod bearing into the connecting rod. 9. Coat
the inside surfaces of the upper connecting rod bearing with new engine oil.
10. Using the J 5239 pull the piston and rod assembly down to the crankshaft. 11. Remove the J
5239.
12. Install the lower connecting rod bearing into the connecting rod cap. 13. Coat the inside
surfaces of the lower connecting rod bearing with new engine oil. 14. Install the connecting rod cap.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement > Page 2938
- In order to prevent the possibility of rod bolt or bearing cap damage, the bearing caps may need
to be tapped into position with a brass or leather mallet before the attaching nuts are installed. Do
not use the attaching nuts to pull the bearing caps onto the rod. Failure to observe this information
may result in damage to the rod bolt or the bearing cap.
15. Install the connecting rod cap nuts. Refer to Piston, Connecting Rod, and Bearing Installation.
16. Inspect the connecting rod for a binding by prying back and forth with a suitable tool. If
necessary, loosen and retighten the connecting rod cap.
17. Measure the connecting rod clearance using the following procedure:
17.1. Install all connecting rod bearings. 17.2. Lightly tap each connecting rod parallel to the
crankpin in order to make sure the connecting rods have clearance. 17.3. Measure the side
clearance between the connecting rod caps using a feeler gage, or dial indicator. Refer to Crankpin
(Rod Side Clearance)
in Specifications for the connecting rod side clearance.
18. Lower the vehicle. 19. Install the cylinder head(s). Refer to Cylinder Head Replacement (Left)
and/or Cylinder Head Replacement (Right). 20. Raise and suitably support the vehicle. Refer to
Vehicle Lifting. 21. Install the crankshaft oil deflector. Refer to Crankshaft Oil Deflector
Replacement. 22. Install the oil pump. Refer to Oil Pump Replacement. 23. Install the oil pan. Refer
to Oil Pan Replacement. 24. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod
Bearing > Component Information > Service and Repair > Connecting Rod Bearing Replacement > Page 2939
Connecting Rod Bearing: Service and Repair Additional Information
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod,
Engine > Component Information > Technical Service Bulletins > Engine - New Polymer Coated Piston and Rod Assembly
Connecting Rod: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod
Assembly
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 03-06-01-002
Date: February, 2003
INFORMATION
Subject: New Polymer Coated Piston and Rod Assembly
Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte
Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am
2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine
(VINs E, J - RPOs LA1, LG8)
A new piston and rod assembly has been released for use in the above models. The new piston is
Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but
does not contain the connecting rod bearing. Use this new piston assembly any time the need to
replace either the piston or connecting rod should arise.
The new piston assembly part numbers are shown.
Parts are expected to be available from GMSPO February 17, 2003.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod,
Engine > Component Information > Technical Service Bulletins > Page 2944
Connecting Rod: Specifications
Connecting Rod Bearing Cap Nut 15 ft.lb
+ 75 degrees
Rod Bearing Journal Clearance 0.0007-0.0024 in
Rod Side Clearance 0.007-0.017 in
Rod Bearing Bore Diameter 2.124-2.125 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Connecting Rod,
Engine > Component Information > Technical Service Bulletins > Page 2945
Connecting Rod: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Coolant Drain Plug,
Cylinder Block > Component Information > Specifications
Coolant Drain Plug: Specifications
Coolant Drain Plug 14 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Coolant Drain Plug,
Cylinder Block > Component Information > Specifications > Page 2949
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft
Gear/Sprocket > Component Information > Specifications
Crankshaft Gear/Sprocket: Specifications
Crankshaft Balancer Bolt 76 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main
Bearing > Component Information > Specifications > Main Bearing Cap Torque
Crankshaft Main Bearing: Specifications
Main Bearing Cap Bolts First Pass 37 lb. ft.
Final Pass + 77 Degrees
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main
Bearing > Component Information > Specifications > Main Bearing Cap Torque > Page 2957
Crankshaft Main Bearing: Specifications
Main Bearing Clearance 0.0008-0.0025 in.
Crankshaft Main Bearing Inside Bore Diameter 2.6492-2.6502 in.
Main Thrust Bearing Clearance 0.0012-0.0030 in.
Cylinder Block Main Beraing Bore Diameter 2.8407-2.8412 in.
Crankshaft End Play 0.0024 - 0.0083 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Main
Bearing > Component Information > Specifications > Page 2958
Crankshaft Main Bearing: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine >
Component Information > Specifications
Crankshaft: Specifications
Main Journal Diameter 2.6473 - 2.6483 in
Main Journal Taper 0.0002 in
Out Of Round - Max 0.0002 in
Flange Runout-Max 0.0016
Crankshaft End Play 0.0024 - 0.0083 in
Crankshaft Flange Runout-Max 0.0016 inch
Rod Bearing Journal Diameter 1.9987 - 1.9994 in
Rod Bearing Journal Taper - Max 0.0002 in
Rod Bearing Journal Out Of Round - Max 0.0002 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine >
Component Information > Service and Repair > Crankshaft Oil Deflector Replacement
Crankshaft: Service and Repair Crankshaft Oil Deflector Replacement
Removal Procedure
1. Remove the oil pan. Refer to Oil Pan Replacement. 2. Remove the oil pump Refer to Oil Pump
Replacement. 3. Remove the crankshaft oil deflector nuts. 4. Remove the crankshaft oil deflector.
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the crankshaft oil deflector. Install the crankshaft oil deflector nuts. Refer to Oil Pump
Installation. 2. Install the oil pump drive and the oil pump. Refer to Oil Pump Installation. 3. Install
the oil pan. Refer to Oil Pan Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft, Engine >
Component Information > Service and Repair > Crankshaft Oil Deflector Replacement > Page 2964
Crankshaft: Service and Repair Additional Information
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater >
Component Information > Service and Repair > Coolant Heater Cord Replacement
Engine Block Heater: Service and Repair Coolant Heater Cord Replacement
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the engine block
heater cord from the engine block heater.
3. Remove the engine block heater cord straps. 4. Disconnect the upper engine block heater cord
from the diagonal brace strap. 5. Remove the engine block heater cord.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater >
Component Information > Service and Repair > Coolant Heater Cord Replacement > Page 2969
1. Install the engine block heater cord. 2. Connect the engine block heater cord to the diagonal
brace strap.
3. Install the new engine block heater cord straps. 4. Connect the engine block heater cord to the
engine block heater. 5. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Engine Block Heater >
Component Information > Service and Repair > Coolant Heater Cord Replacement > Page 2970
Engine Block Heater: Service and Repair Coolant Heater Replacement
Removal Procedure
1. Drain the cooling system. Refer to Draining and Filling Cooling System. 2. Raise and suitably
support the vehicle. Refer to Vehicle Lifting. 3. Disconnect the engine block heater cord from the
engine block heater. 4. Loosen the engine block heater screw. 5. Remove the engine block heater.
6. Clean the engine block heater opening.
Installation Procedure
1. Coat the following components with the lubricant GM P/N 12345996 or the equivalent:
- The engine block heater seal
- The cleaned surface of the engine block heater hole
2. Position the heating element at the 3 O'clock position (2). 3. Install the engine block heater.
Notice: Refer to Fastener Notice in Service Precautions.
4. Tighten the engine block heater screw.
Tighten the engine block heater screw to 2 Nm (18 inch lbs.).
5. Connect the engine block heater cord to the engine block heater. 6. Lower the vehicle. 7. Fill the
cooling system. Refer to Draining and Filling Cooling System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Balancer
<--> [Harmonic Balancer - Crankshaft Pulley] > Component Information > Specifications
Crankshaft Balancer: Specifications
Crankshaft Balancer Bolt 76 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Balancer
<--> [Harmonic Balancer - Crankshaft Pulley] > Component Information > Specifications > Page 2974
Crankshaft Balancer: Service and Repair
Removal Procedure
- Tools Required J 24420-C Crankshaft Balancer Remover
- J 37096 Flywheel Holder
Notice: The inertial weight section of the crankshaft balancer is assembled to the hub with a rubber
type material. The correct installation procedures (with the proper tool) must be followed or
movement of the inertial weight section of the hub will destroy the tuning of the crankshaft
balancer.
1. Remove the drive belt. Refer to Drive Belt Replacement. 2. Raise and suitably support the
vehicle. Refer to Vehicle Lifting. 3. Remove the right front tire and wheel. Refer to Tire and Wheel
Removal and Installation in Steering and Suspension. 4. Remove the right engine splash shield.
Refer to Splash Shield Replacement - Engine (Right) or Splash Shield Replacement - Engine (Left)
in Body
and Frame.
5. Suitably support the frame. Loosen the right side frame bolts. Lower the right frame for access to
the crankshaft balancer bolt with the J 24420-C.
Refer to Frame Removal in Body and Frame.
6. Use the J 37096 to hold the flywheel.
7. Remove the crankshaft balancer bolt and the washer.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Balancer
<--> [Harmonic Balancer - Crankshaft Pulley] > Component Information > Specifications > Page 2975
8. Remove the crankshaft balancer. Use the J 24420-C. 9. Clean and inspect the crankshaft
balancer. Refer to Crankshaft Balancer Clean and Inspect.
Installation Procedure
- Tools Required J 29113 Crankshaft Balancer Installer
1. Install the crankshaft balancer. Refer to Crankshaft Balancer Installation.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the crankshaft balancer washer and the bolt. Refer to Crankshaft Balancer Installation. 3.
Install the right engine splash shield. Refer to Splash Shield Replacement - Engine (Right) or
Splash Shield Replacement - Engine (Left) in Body
and Frame.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Crankshaft Balancer
<--> [Harmonic Balancer - Crankshaft Pulley] > Component Information > Specifications > Page 2976
4. Install the right front tire and wheel. Refer to Tire and Wheel Removal and Installation in Steering
and Suspension. 5. Lower the vehicle. 6. Install the drive belt. Refer to Drive Belt Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine >
Component Information > Technical Service Bulletins > Engine - New Polymer Coated Piston and Rod Assembly
Piston: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod Assembly
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 03-06-01-002
Date: February, 2003
INFORMATION
Subject: New Polymer Coated Piston and Rod Assembly
Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte
Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am
2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine
(VINs E, J - RPOs LA1, LG8)
A new piston and rod assembly has been released for use in the above models. The new piston is
Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but
does not contain the connecting rod bearing. Use this new piston assembly any time the need to
replace either the piston or connecting rod should arise.
The new piston assembly part numbers are shown.
Parts are expected to be available from GMSPO February 17, 2003.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine >
Component Information > Technical Service Bulletins > Page 2981
Piston: Specifications
Diameter-Gaged On The Skirt 13 mm (0.51 inch) Below The Centerline Of The Piston Pin Bore
3.6209 - 3.6216 in
Clearance 0.0013 - 0.0027 in
Pin Bore 0.9057 - 0.9060 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston, Engine >
Component Information > Technical Service Bulletins > Page 2982
Piston: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston
Pin, Engine] > Component Information > Technical Service Bulletins > Engine - New Polymer Coated Piston and Rod
Assembly
Piston Pin: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod Assembly
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 03-06-01-002
Date: February, 2003
INFORMATION
Subject: New Polymer Coated Piston and Rod Assembly
Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte
Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am
2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine
(VINs E, J - RPOs LA1, LG8)
A new piston and rod assembly has been released for use in the above models. The new piston is
Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but
does not contain the connecting rod bearing. Use this new piston assembly any time the need to
replace either the piston or connecting rod should arise.
The new piston assembly part numbers are shown.
Parts are expected to be available from GMSPO February 17, 2003.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston
Pin, Engine] > Component Information > Technical Service Bulletins > Page 2987
Piston Pin: Specifications
Diameter 0.9052 - 0.9054 in
Clearance In Piston 0.0004 - 0.0008 in
Fit In Rod 0.0006 - 0.0018 inch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Pin <--> [Piston
Pin, Engine] > Component Information > Technical Service Bulletins > Page 2988
Piston Pin: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Ring, Engine >
Component Information > Technical Service Bulletins > Engine - New Polymer Coated Piston and Rod Assembly
Piston Ring: Technical Service Bulletins Engine - New Polymer Coated Piston and Rod Assembly
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 03-06-01-002
Date: February, 2003
INFORMATION
Subject: New Polymer Coated Piston and Rod Assembly
Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte
Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am
2000-2003 Pontiac Grand Prix, Montana 2001-2003 Pontiac Aztek with 3.1L or 3.4L V-6 Engine
(VINs E, J - RPOs LA1, LG8)
A new piston and rod assembly has been released for use in the above models. The new piston is
Polymer coated and will arrive with the piston rings and connecting rod already assembled to it, but
does not contain the connecting rod bearing. Use this new piston assembly any time the need to
replace either the piston or connecting rod should arise.
The new piston assembly part numbers are shown.
Parts are expected to be available from GMSPO February 17, 2003.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Ring, Engine >
Component Information > Technical Service Bulletins > Page 2993
Piston Ring: Specifications
Top Groove Side Clearance 0.002 - 0.0033 in
Second Groove Side Clearance 0.002 - 0.0035 in
Top Ring Gap 0.006 - 0.014 in
Second Ring Gap 0.0197 - 0.0280 in
Groove Clearance 0.008 in
Gap with segment at 92.0 mm (3.62 inch) 0.0098 - 0.05 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Block Assembly > Piston Ring, Engine >
Component Information > Technical Service Bulletins > Page 2994
Piston Ring: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Clearance >
System Information > Specifications
Valve Clearance: Specifications
The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does
not require adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Fuel Pressure Release
> System Information > Service and Repair
Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
Tools Required ^
J34730-1A Fuel Pressure Gauge
^ J34730-262 Fuel Pressure Gauge Fitting
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery terminal.
IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt.
2. Install the J 34730-262 fuel pressure gauge fitting adaptor to the fuel pressure connection. 3.
Connect fuel pressure gauge J 34730-1A to the fuel gauge pressure fitting. Wrap a shop towel
around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system
pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel
pressure gauge into an approved container.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Cylinder Head Bolts >
Component Information > Technical Service Bulletins > Engine - Revised Cylinder Head Bolt Torque/Sequence
Cylinder Head Bolts: Technical Service Bulletins Engine - Revised Cylinder Head Bolt
Torque/Sequence
INFORMATION
Bulletin No.: 02-06-01-003B
Date: April 15, 2008
Subject: Revised Cylinder Head Bolt Torque Specification and Tightening Sequence
Models: 1994-1998 Buick Skylark 1994-2002 Buick Century, Regal 2002 Buick Rendezvous
1994-1996 Chevrolet Beretta, Corsica, Lumina APV 1994-2000 Chevrolet Camaro, Lumina
1994-2002 Chevrolet Monte Carlo 1997-2002 Chevrolet Malibu, Venture 2000-2002 Chevrolet
Impala 1993-1996 Oldsmobile Ciera 1993-1997 Oldsmobile Cutlass Supreme 1994-2002
Oldsmobile Silhouette 1996-1999 Oldsmobile Cutlass 1998 Oldsmobile Achieva 1999-2002
Oldsmobile Alero 1994-2000 Pontiac Firebird, TransSport 1994-2002 Pontiac Grand Am, Grand
Prix 1999-2002 Pontiac Montana 2001-2002 Pontiac Aztek
with 3.1L or 3.4L Engine (VINs J, E - RPOs LG8, LA)
Supercede:
This bulletin is being revised to include a Notice advising that the cylinder head bolts are NOT to be
re-used. Please discard Corporate Bulletin Number 02-06-01-003A (Section 06 - Engine).
Notice:
This component uses torque-to-yield bolts. When servicing this component do not re-use the bolts.
New torque-to-yield bolts must be installed. Re-using used torque-to-yield bolts will not provide
proper bolt torque and clamp load. Failure to install NEW torque-to-yield bolts may lead to engine
damage.
The cylinder head bolt torque and tightening sequence have been revised. This revision has been
made in the SI. If you are using a paper version of this Service Manual please make a reference to
this bulletin on the affected page.
The revised specification is as follows:
Tighten the NEW cylinder head bolts to 60 N.m (44 lb ft) in the order shown. Use the J 36660-A
torque angle meter in order to rotate the cylinder head bolts an additional 95 degrees.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Cylinder Head Bolts >
Component Information > Technical Service Bulletins > Engine - Revised Cylinder Head Bolt Torque/Sequence > Page
3006
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Rocker Arm Assembly
> Component Information > Technical Service Bulletins > Engine - Rocker Arm Bolt Tightening Specification Update
Rocker Arm Assembly: Technical Service Bulletins Engine - Rocker Arm Bolt Tightening
Specification Update
File In Section: 06 - Engine/propulsion System
Bulletin No.: 02-06-01-034
Date: October, 2002
SERVICE MANUAL UPDATE
Subject: Revised Rocker Arm Bolt Fastener Tightening Specification
Models: 1996-1998 Buick Skylark 1996-2002 Buick Regal 1997-2002 Buick Century 1996
Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina 1996-2002 Chevrolet Monte
Carlo 1997 Chevrolet Venture 1997-2003 Chevrolet Malibu 2000-2002 Chevrolet Impala
1996-1997 Oldsmobile Cutlass Supreme, Silhouette 1996-1998 Oldsmobile Achieve 1998-1999
Oldsmobile Cutlass, Intrigue 1999-2002 Oldsmobile Alero 1996-1997 Pontiac Trans Sport
1996-2003 Pontiac Grand Am, Grand Prix with 3.1L or 3.4L Engine (VINs M, J, E - RPOs L82,
LG8, LA1)
This bulletin is being issued to revise the rocker arm bolt fastener tightening specification found in
several procedures in the Engine Mechanical - 3.1L sub-section and the Engine Mechanical - 3.4L
sub-section of the Service Manual. Please replace the current information in the Service Manual
with the following information.
The following information has been updated within SI. If you are using a paper version of this
Service Manual, please make a reference to this bulletin on the affected page.
The correct torque for the rocker arm bolt is 14 N.m (124 lb in) plus 30 degrees. This specification
can be found in Fastener Tightening Specifications, Valve Rocker Arm and Push Rod Replacement
and Lower Intake Manifold Replacement (for 1996 Chevrolet Beretta/Corsica, 1996-1997 Buick
Skylark, Pontiac Grand Am, Oldsmobile Achieva and 1997 Chevrolet Malibu ONLY).
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Rocker Arm Assembly
> Component Information > Technical Service Bulletins > Page 3011
Rocker Arm Assembly: Specifications
This article has been updated with bulletin No: 02-06-01-034.
REVISED ROCKER ARM BOLT FASTENER TIGHTENING SPECIFICATION
Rocker arm bolt ...................................................................................................................................
.................................. 14 N.m (124 lb. in.) plus 30°
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Rocker Arm Assembly
> Component Information > Technical Service Bulletins > Page 3012
Rocker Arm Assembly: Service and Repair
Valve Rocker Arm and Push Rod Replacement
- Tools Required J36660-A Torque Angle Meter
Removal Procedure
1. Remove the valve rocker covers.
Important: Keep the components separated in order to install the components in the same location.
2. Remove the rocker arm bolts. 3. Remove the rocker arms.
Important: Keep the pushrods in order in order to install the pushrods in the original position.
4. Remove the pushrods.
Installation Procedure
1. Install the pushrods in the original location.
- Coat the ends of the pushrods with GM P/N 1052356 or the equivalent.
- The intake pushrods are identified with yellow stripes and are 5 3/4 inches long.
- Exhaust pushrods are identified with green stripes and are 6 inches long. Ensure that the pushrods seat in the lifter.
2. Install the rocker arms.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the rocker arm bolts. See TSB 02-06-01-034
Tighten the rocker arm bolts to 14 Nm (124 inch lbs.). Use the J36660-A in order to tighten the
bolts an additional 30 degrees.
4. Install the valve rocker covers.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover >
Component Information > Service and Repair > Valve Rocker Arm Cover Replacement (Left Front)
Valve Cover: Service and Repair Valve Rocker Arm Cover Replacement (Left Front)
Removal Procedure
1. Drain the engine coolant. Refer to Draining and Filling Cooling System. 2. Disconnect the left
spark plug wires. Refer to Spark Plug Wire Harness Replacement in Powertrain Management. 3.
Remove the right engine mount strut at the engine. Refer to Engine Mount Strut Replacement
(Left) or Engine Mount Strut Replacement (Right). 4. Remove the AIR check valve/pipe if equipped.
Refer to AIR Check Valve/Pipe Replacement -Bank 1 in Computers and Controls. 5. Remove the
thermostat bypass hose and pipe. Refer to Thermostat Bypass Pipes Replacement in Cooling
System. 6. Remove the positive crankcase ventilation (PCV) valve from the left valve rocker arm
cover. 7. Remove the left valve rocker arm cover bolts. 8. Remove the left valve rocker arm cover.
9. Remove the left valve rocker arm cover gasket.
10. Clean the valve rocker arm cover. Refer to Valve Rocker Arm Cover Clean and Inspect. 11.
Clean the valve rocker arm cover gasket sealing surfaces on the cylinder head and the lower intake
manifold.
Installation Procedure
1. Install a new left valve rocker arm cover gasket into the valve rocker arm cover.
Important: Apply sealant GM P/N 12345739 or equivalent at the cylinder head to lower intake
manifold joint.
2. Apply sealant at the cylinder head to lower intake manifold joint at the rear of the lower intake
manifold (1).
Important: Apply sealant GM P/N 12345739 or equivalent at the cylinder head to lower intake
manifold joint.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover >
Component Information > Service and Repair > Valve Rocker Arm Cover Replacement (Left Front) > Page 3017
3. Apply sealant at the cylinder head to lower intake manifold joint at the front of the lower intake
manifold (1).
4. Install the left valve rocker arm cover. Refer to Valve Rocker Arm Cover Installation (Left Side).
5. Install the positive crankcase ventilation (PCV) valve to the left valve rocker arm cover. 6. Install
the thermostat bypass hose and pipe. Refer to Thermostat Bypass Pipes Replacement in Cooling
System. 7. Install the AIR check valve/pipe if equipped. Refer to AIR Check Valve/Pipe
Replacement - Bank 1 in Computers and Controls. 8. Install the right engine mount strut at the
engine. Refer to Engine Mount Strut Replacement (Left) or Engine Mount Strut Replacement
(Right). 9. Connect the left spark plug wires. Refer to Spark Plug Wire Harness Replacement in
Powertrain Management.
10. Fill the engine cooling system. Refer to Draining and Filling Cooling System in Cooling System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover >
Component Information > Service and Repair > Valve Rocker Arm Cover Replacement (Left Front) > Page 3018
Valve Cover: Service and Repair Valve Rocker Arm Cover Replacement (Right Rear)
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Remove the drive belt. Refer to Drive
Belt Replacement. 3. Remove the generator. Refer to Generator Replacement in Starting and
Charging. 4. Remove the generator bracket. Refer to Generator Bracket Replacement in Starting
and Charging. 5. Disconnect the right spark plug wires. Refer to Spark Plug Wire Harness
Replacement in Powertrain Management. 6. Disconnect the vacuum hoses from the evaporative
emission canister purge solenoid valve. 7. Remove the evaporative emission canister purge
solenoid valve and the AIR check valve/pipe if equipped. Refer to AIR Check Valve/Pipe
Replacement - Bank 2 in Computers and Controls.
8. Remove the ignition coil bracket with the coils. Refer to Ignition Control Module Replacement in
Computers and Controls. 9. Remove the vacuum hose from the grommet in the right valve rocker
arm cover.
10. Remove the right valve rocker arm cover bolts. 11. Remove the right valve rocker arm cover.
12. Remove the right valve rocker arm cover gasket. 13. Clean the valve rocker arm cover. Refer to
Valve Rocker Arm Cover Clean and Inspect. 14. Clean the valve rocker arm cover gasket sealing
surfaces on the cylinder head and the lower intake manifold.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover >
Component Information > Service and Repair > Valve Rocker Arm Cover Replacement (Left Front) > Page 3019
1. Install a new right valve rocker arm cover gasket to the valve rocker arm cover.
Important: Apply sealant GM P/N 12345739 or equivalent at the cylinder head to lower intake
manifold joint.
2. Apply sealant at the cylinder head to lower intake manifold joint at the rear of the lower intake
manifold (1).
Important: Apply sealant GM P/N 12345739 or equivalent at the cylinder head to lower intake
manifold joint.
3. Apply sealant at the cylinder head to lower intake manifold joint at the front of the lower intake
manifold (1).
4. Install the right valve rocker arm cover. Refer to Valve Rocker Arm Cover Installation (Right
Side). 5. Install the vacuum hose to the grommet in the right valve rocker arm cover. 6. Install the
ignition coil bracket with coils. Refer to Ignition Control Module Replacement in Computers and
Controls. 7. Install the AIR check valve/pipe (if equipped) and the evaporative emission canister
purge solenoid valve. Refer to AIR Check Valve/Pipe
Replacement - Bank 1 in Computers and Controls.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Cover >
Component Information > Service and Repair > Valve Rocker Arm Cover Replacement (Left Front) > Page 3020
8. Connect the vacuum hoses from the evaporative emission canister purge solenoid valve. 9.
Connect the right spark plug wires. Refer to Spark Plug Wire Harness Replacement in Powertrain
Management.
10. Install the generator bracket. Refer to Generator Bracket Replacement in Starting and
Charging. 11. Install the generator. Refer to Generator Replacement in Starting and Charging. 12.
Install the drive belt. Refer to Drive Belt Replacement. 13. Connect the battery ground (negative)
cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Guide >
Component Information > Service and Repair
Valve Guide: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See:
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Seat >
Component Information > Specifications
Valve Seat: Specifications
Seat Angle 45 deg
Seat Width-Intake 0.061 - 0.071 in
Seat Width-Exhaust 0.067 - 0.079 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Spring >
Component Information > Specifications
Valve Spring: Specifications
Valve Spring Valve Springs Free Length 1.89 in
Valve Springs Load (Closed) 75 lbf
@ 1.701 in
Valve Springs Load (Open) 230 lbf
@ 1.260 inch
Installed Height Intake-Exhaust 1.701 in
Approx. # or coils 6.55 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Spring >
Component Information > Service and Repair > Additional Information
Valve Spring: Service and Repair Additional Information
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See:
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve Spring >
Component Information > Service and Repair > Additional Information > Page 3032
Valve Spring: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement
For further information this component and the system that it is a part of, please refer to Engine,
Push Rod, in Service and Repair.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve, Intake/Exhaust
> Component Information > Specifications
Valve: Specifications
Valve Face Angle 45 deg
Valve Seat Runout 0.001 in
Valve Margin - Minimum Intake 0.083 in
Valve Margin - Minimum Exhaust 0.106 in
Valve Stem Clearance 0.0010 - 0.0027 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Cylinder Head Assembly > Valve, Intake/Exhaust
> Component Information > Specifications > Page 3036
Valve: Service and Repair
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See:
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics
Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics
INFORMATION
Bulletin No.: 08-06-01-008A
Date: July 27, 2009
Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of
Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt
Models:
2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2,
H3 Vehicles 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add a model year and update the Tool Information.
Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine).
Background
Several aftermarket companies offer laser alignment tools for accessory drive systems that can be
very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges
from $160 - $200.
EN-49228 Laser Alignment Tool - Drive Belt
The GM Tool program has now made available a competitive, simple to use and time-saving laser
tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the
guesswork from proper pulley alignment and may serve to reduce comebacks from:
- Drive Belt Noise
- Accelerated Drive Belt Wear
- Drive Belt Slippage
Instructions
The instructions below are specific only to the truck Gen IV V-8 family of engines. These
instructions are only for illustrative purposes to show how the tool may be used. Universal
instructions are included in the box with the Laser Alignment Tool - Drive Belt.
Caution
- Do not look directly into the beam projected from the laser.
- Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses
help reduce laser beam glare in many circumstances.
- Always use laser safety glasses when using the laser. Laser safety glasses are not designed to
protect eyes from direct laser exposure.
1. Observe and mark the serpentine belt orientation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page
3042
2. Remove the serpentine belt from the accessory drive system.
3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves
of the pulley, farthest from the front of the
engine.
4. Install the retaining cord around the pulley and to the legs of the tool.
5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the
tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light
beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley
alignment.
- If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly.
- If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the
position of the power steering pulley as required.
- Refer to SI for Power Steering Pulley Removal and Installation procedures.
9. Install the serpentine belt to the accessory drive system in the original orientation.
10. Operate the vehicle and verify that the belt noise concern is no longer present.
Tool Information
Please visit the GM service tool website for pricing information or to place your order for this tool.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page
3043
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Technical Service Bulletins > Engine - Drive Belt Misalignment Diagnostics > Page
3044
Drive Belt: Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information
Bulletin No.: 04-06-01-013
Date: April 29, 2004
INFORMATION
Subject: Information on Serpentine Belt Wear
Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2
All current GM vehicles designed and manufactured in North America were assembled with
serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is
extremely rare to observe any cracks in EPDM belts and it is not expected that they will require
maintenance before 10 years or 240,000 km (150,000 mi) of use.
Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks
depending on age. However, the onset of cracking typically signals that the belt is only about
halfway through its usable life.
A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart,
ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be
considered a candidate for changing. Small cracks spaced at greater intervals should not be
considered as indicative that the belt needs changing.
Any belt that exhibits chunking should be replaced.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Technical Service Bulletins > Page 3045
Drive Belt: Specifications
Drive Belt Shield Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Technical Service Bulletins > Page 3046
Drive Belt: Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Drive Belt Chirping
Drive Belt: Testing and Inspection Drive Belt Chirping
Notice: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the
composition of the drive belt. Failure to follow this recommendation will damage the drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Drive Belt Chirping > Page 3049
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Drive Belt Chirping > Page 3050
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Drive Belt Chirping > Page 3051
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Drive Belt Chirping > Page 3052
Drive Belt: Testing and Inspection
Drive Belt Chirping
Notice: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the
composition of the drive belt. Failure to follow this recommendation will damage the drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Drive Belt Chirping > Page 3053
Drive Belt Squeal
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Drive Belt Chirping > Page 3054
Notice: Do not use belt dressing on the drive belt. Belt dressing causes the breakdown of the
composition of the drive belt. Failure to follow this recommendation will damage the drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Page 3055
Drive Belt: Service and Repair
Removal Procedure
Important: After the new drive belt is installed, make sure that the mark on the drive belt tensioner
is in range, as indicated on the tensioner housing.
1. Rotate the drive belt tensioner in order to release the pressure on the drive belt.
2. Remove the drive belt.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt > Component Information > Testing and Inspection > Page 3056
1. Install the drive belt to all of the pulleys except the generator pulley. 2. Rotate the drive belt
tensioner in order to install the drive belt over the generator pulley.
3. Make sure that the drive belt is properly routed.
Important: Make sure the mark on the drive belt tensioner is in range, as indicated on the tensioner
housing.
4. Make sure the drive belt tensioner is operating properly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt Tensioner > Component Information > Specifications
Drive Belt Tensioner: Specifications
Drive Belt Tensioner Bolt 37 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt Tensioner > Component Information > Specifications > Page 3060
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Drive Belt Tensioner > Component Information > Specifications > Page 3061
Drive Belt Tensioner: Service and Repair
Removal Procedure
1. Reposition the coolant recovery reservoir for access. Refer to Coolant Recovery Reservoir
Replacement. 2. Remove the drive belt. Refer to Drive Belt Replacement. 3. Remove the drive belt
tensioner bolt. 4. Remove the drive belt tensioner.
Installation Procedure
1. Install the drive belt tensioner. Refer to Drive Belt Tensioner Installation. 2. Install the drive belt.
Refer to Drive Belt Replacement. 3. Install the coolant recovery reservoir. Refer to Coolant
Recovery Reservoir Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Accessory Bracket > Component Information > Service and Repair
Engine Accessory Bracket: Service and Repair
Removal Procedure
- Tools Required J 28467-360 Universal Engine Support Fixture
- J 28467-90A Engine Support Adapters
- J 36462-A Engine Support Adapter Leg Set
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Carefully disconnect the throttle body
air inlet duct. 3. Remove the engine mount struts. Refer to Engine Mount Strut Replacement (Left)
and Engine Mount Strut Replacement (Right). 4. Raise and suitably support the vehicle. Refer to
Vehicle Lifting. 5. Disconnect the three-way catalytic converter pipe from the right exhaust
manifold. Refer to Catalytic Converter Replacement in Powertrain
Management.
6. Remove the right front wheel and tire. Refer to Tire and Wheel Removal and Installation in
Steering and Suspension. 7. Remove the right engine splash shield. Refer to Splash Shield
Replacement - Engine (Right) or Splash Shield Replacement - Engine (Left) in Body
and Frame.
8. Remove the engine mount lower nuts.
9. Lower the vehicle.
10. Use the J 28467-360 in order to raise the engine. 11. Raise and suitably support the vehicle.
Refer to Vehicle Lifting. 12. Remove the engine mount bracket-to-oil pan bolts. 13. Remove the
engine mount and the engine mount bracket.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Accessory Bracket > Component Information > Service and Repair > Page 3065
14. Remove the engine mount upper nuts. 15. Remove the engine mount from the engine mount
bracket.
Installation Procedure
1. Install the engine mount to the engine mount bracket.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the engine mount upper nuts.
Tighten the engine mount upper nuts to 47 Nm (35 ft. lbs.).
3. Install the engine mount bracket with the engine mount to the oil pan.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Accessory Bracket > Component Information > Service and Repair > Page 3066
4. Install the engine mount bracket-to-oil pan bolts.
Tighten the engine mount bracket bolts to 58 Nm (43 ft. lbs.).
5. Lower the vehicle. 6. Lower the engine. 7. Raise and suitably support the vehicle. Refer to
Vehicle Lifting.
8. Install the engine mount lower nuts.
Tighten the engine mount lower nuts to 43 Nm (32 ft. lbs.).
9. Install the right engine splash shield. Refer to Splash Shield Replacement - Engine (Right) or
Splash Shield Replacement - Engine (Left) in Body
and Frame.
10. Install the right front wheel and tire. Refer to Tire and Wheel Removal and Installation in
Steering and Suspension. 11. Connect the three-way catalytic converter pipe to the right exhaust
manifold. Refer to Catalytic Converter Replacement in Powertrain
Management.
12. Lower the vehicle. 13. Remove the J28467-360. 14. Install the engine mount struts. Refer to
Engine Mount Strut Replacement (Left) and Engine Mount Strut Replacement (Right). 15. Carefully
connect the throttle body air inlet duct. 16. Connect the battery ground (negative) cable. Refer to
Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > Customer Interest for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out
Engine Mount: Customer Interest Suspension - Front of Vehicle Too Low or Bottoms Out
File in Section: 03 - Suspension
Bulletin No.: 02-03-08-002
Date: February, 2002
TECHNICAL
Subject:
Front of Vehicle Sits Too Low, Bottoms Out Over Bumps (Replace Front Coil Springs,
Inspect/Replace Frame and Mount)
Models: 2000-2001 Chevrolet Impala with RPO 9C1 Police Car and 9C3 SEO Vehicle Police Car,
Limited Content Built Prior to VIN Breakpoint 29140498
Condition
Some customers may comment that the front of the vehicle sits too low and bottoms out over
bumps.
Cause
This condition may be caused by the additional weight of the Police Package added to the vehicle.
Correction
Follow the service procedure below. Measuring J and K Trim Heights
1. Place the vehicle on a level surface such as an alignment rack.
2. Set the tire pressures on all Police vehicles.
Tire Inflation Pressure Specifications
Set the tire inflation pressure for Police Vehicles at 240 kPa (35 psi).
3. Verify the fuel level. Add additional weight if necessary to simulate a full tank.
4. Remove any additional items from the vehicle's interior.
5. Empty the rear compartment except for the spare tire.
6. Close the deck lid.
7. Close the doors
8. Close the hood.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > Customer Interest for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out > Page 3075
Important:
^ Lift the front bumper at the center 38 mm (1.05 in) and gently release allowing the vehicle to
settle. Push the bumper down 38 mm (1.05 in) and gently release allowing the vehicle to rise.
Repeat this procedure for the rear bumper.
^ All dimensions are measured vertical to the ground.
9. Measure the J and K heights 230 mm-250 mm (9.06 in-9.84 in).
If the J and K heights are below the specifications listed above, replace the front strut coil springs,
P/N 22133025. Refer to Strut, Strut Component and/or Spring Replacement in the Service Manual
(SI2000 Document ID # 652878).
Frame Inspection/Replacement
1. Raise the vehicle.
Important:
^ Vehicles with damage to the front frame rail due to impacts with an object are not covered under
warranty.
^ Scrapes on the front frame rail will be covered under warranty.
2. Inspect the frame along the front edge for damage due to the vehicle bottoming out.
3. Inspect the frame for bending using a straight edge along the right side of the frame rail below
the engine mount.
4. Remove the frame if the frame is damaged or bent. Refer to Frame Replacement in Body and
Accessories in the Service Manual (SI2000 Document ID # 728902).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > Customer Interest for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out > Page 3076
5. Remove the bolts retaining the engine mount bracket to the engine.
6. Remove the engine mount from the bracket.
7. Replace the engine mount bracket with P/N 10321856.
8. Install the engine mount to the bracket.
Tighten
Tighten the engine mount upper nuts to 78 N.m (58 lb ft).
9. Install the engine mount bracket with the engine mount to the engine.
Tighten
Tighten the engine mount bracket bolts to 102 Nm (75 lb ft).
Important:
^ Replace the frame mounting bolts, P/N 10403403.
^ Only replace the frame insulators if necessary, front upper P/N 10402880, front lower P/N
10402882, rear upper P/N 10402881, and rear lower P/N 10299475.
10. Replace the frame, P/N 10322679. Refer to Frame Replacement in Body and Accessories in
the Service Manual (SI2000 Document ID # 793554).
11. Align the vehicle. Refer to Wheel Alignment in the Service Manual (SI2000 Document ID #
729569).
Parts Information
Parts are currently available from GMSPO.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > Customer Interest for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out > Page 3077
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out
Engine Mount: All Technical Service Bulletins Suspension - Front of Vehicle Too Low or Bottoms
Out
File in Section: 03 - Suspension
Bulletin No.: 02-03-08-002
Date: February, 2002
TECHNICAL
Subject:
Front of Vehicle Sits Too Low, Bottoms Out Over Bumps (Replace Front Coil Springs,
Inspect/Replace Frame and Mount)
Models: 2000-2001 Chevrolet Impala with RPO 9C1 Police Car and 9C3 SEO Vehicle Police Car,
Limited Content Built Prior to VIN Breakpoint 29140498
Condition
Some customers may comment that the front of the vehicle sits too low and bottoms out over
bumps.
Cause
This condition may be caused by the additional weight of the Police Package added to the vehicle.
Correction
Follow the service procedure below. Measuring J and K Trim Heights
1. Place the vehicle on a level surface such as an alignment rack.
2. Set the tire pressures on all Police vehicles.
Tire Inflation Pressure Specifications
Set the tire inflation pressure for Police Vehicles at 240 kPa (35 psi).
3. Verify the fuel level. Add additional weight if necessary to simulate a full tank.
4. Remove any additional items from the vehicle's interior.
5. Empty the rear compartment except for the spare tire.
6. Close the deck lid.
7. Close the doors
8. Close the hood.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out > Page 3083
Important:
^ Lift the front bumper at the center 38 mm (1.05 in) and gently release allowing the vehicle to
settle. Push the bumper down 38 mm (1.05 in) and gently release allowing the vehicle to rise.
Repeat this procedure for the rear bumper.
^ All dimensions are measured vertical to the ground.
9. Measure the J and K heights 230 mm-250 mm (9.06 in-9.84 in).
If the J and K heights are below the specifications listed above, replace the front strut coil springs,
P/N 22133025. Refer to Strut, Strut Component and/or Spring Replacement in the Service Manual
(SI2000 Document ID # 652878).
Frame Inspection/Replacement
1. Raise the vehicle.
Important:
^ Vehicles with damage to the front frame rail due to impacts with an object are not covered under
warranty.
^ Scrapes on the front frame rail will be covered under warranty.
2. Inspect the frame along the front edge for damage due to the vehicle bottoming out.
3. Inspect the frame for bending using a straight edge along the right side of the frame rail below
the engine mount.
4. Remove the frame if the frame is damaged or bent. Refer to Frame Replacement in Body and
Accessories in the Service Manual (SI2000 Document ID # 728902).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out > Page 3084
5. Remove the bolts retaining the engine mount bracket to the engine.
6. Remove the engine mount from the bracket.
7. Replace the engine mount bracket with P/N 10321856.
8. Install the engine mount to the bracket.
Tighten
Tighten the engine mount upper nuts to 78 N.m (58 lb ft).
9. Install the engine mount bracket with the engine mount to the engine.
Tighten
Tighten the engine mount bracket bolts to 102 Nm (75 lb ft).
Important:
^ Replace the frame mounting bolts, P/N 10403403.
^ Only replace the frame insulators if necessary, front upper P/N 10402880, front lower P/N
10402882, rear upper P/N 10402881, and rear lower P/N 10299475.
10. Replace the frame, P/N 10322679. Refer to Frame Replacement in Body and Accessories in
the Service Manual (SI2000 Document ID # 793554).
11. Align the vehicle. Refer to Wheel Alignment in the Service Manual (SI2000 Document ID #
729569).
Parts Information
Parts are currently available from GMSPO.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Mount: >
02-03-08-002 > Feb > 02 > Suspension - Front of Vehicle Too Low or Bottoms Out > Page 3085
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Technical Service Bulletins > Page 3086
Engine Mount: Specifications
Engine Mount Bracket Bolt 43 ft.lb
Engine Mount Lower Nut 32 ft.lb
Engine Mount Strut and Lift Bracket Bolt Engine Left Rear 52 ft.lb
Engine Mount Strut Bolt/Nut 35 ft.lb
Engine Mount Strut Bracket Bolt Upper Radiator Support 21 ft.lb
Engine Mount Strut Bracket Bolt Vehicle Right Side 37 ft.lb
Engine Mount Upper Nut 35 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection
Engine Mount: Service and Repair Engine Mount Inspection
- Tools Required J28467-B Universal Engine Support Fixture
- J 28467-90A Engine Support Adapters
- J 36462-A Engine Support Adapter Leg Set
Important: Before replacing any engine mount due to suspected fluid loss, verify that the source of
the fluid is the engine mount, not the engine or accessories.
1. Install the J28467-B. Raise the engine in order to remove the weight from the engine mount and
create slight tension in the rubber. 2. Observe the engine mount while raising the engine. Replace
the engine mount if the engine mount exhibits any of the following conditions:
- The hard rubber surface is covered with heat check cracks.
- The rubber is separated from the metal plate of the engine mount.
- The rubber is split through the center of the engine mount.
3. If there is movement between the metal plate of the engine mount and its attaching points, lower
the engine on the engine mount. Tighten the bolts
or nuts attaching the engine mount to the frame or engine mount bracket. Refer to Engine Mount
and Bracket Replacement.
4. For information on the transaxle mount, refer to Automatic Transmission Mount Inspection in
Transmission and Drivetrain.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3089
Engine Mount: Service and Repair Engine Mount Strut Bracket Replacement (Left)
Removal Procedure
1. Remove the engine mount strut from the left engine mount strut bracket. Refer to Engine Mount
Strut Replacement (Left) or Engine Mount Strut
Replacement (Right).
2. Remove the engine exhaust crossover pipe. Refer to Exhaust Crossover Replacement. 3.
Remove the thermostat housing. Refer to Thermostat Replacement in Cooling System. 4. Remove
the engine mount strut bracket bolts from the left engine mount strut bracket to the cylinder head.
5. Remove the left engine mount strut bracket.
Installation Procedure
1. Install the left engine mount strut bracket.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3090
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the engine mount strut bracket bolts through the engine mount strut bracket to the cylinder
head.
Tighten the engine mount strut bracket bolts to 70 Nm (52 ft. lbs.).
3. Install the thermostat housing. Refer to Thermostat Replacement in Cooling System. 4. Install
the engine exhaust crossover pipe. Refer to Exhaust Crossover Replacement.
5. Install the engine mount strut to the left engine mount strut bracket. Refer to Engine Mount Strut
Replacement (Left) or Engine Mount Strut
Replacement (Right).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3091
Engine Mount: Service and Repair Engine Mount Strut Bracket Replacement (Right)
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Remove the right engine mount strut
from the right engine mount strut bracket. Refer to Engine Mount Strut Replacement (Left) or
Engine Mount
Strut Replacement (Right).
3. If equipped with oil cooler, remove the oil cooler pipe bracket bolt from the right engine mount
strut bracket. 4. Reposition the air conditioning compressor. Refer to Compressor Replacement in
Heating and Air Conditioning.
5. Remove the vertical bolt from the right engine mount strut bracket. 6. Remove the right engine
mount strut bracket.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3092
1. Position the right engine mount strut bracket over the pin locator.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the vertical bolt through the right engine mount strut bracket to the cylinder head.
Tighten the engine mount strut bracket bolt to 50 Nm (37 ft. lbs.).
3. Install the air conditioning compressor. Refer to Compressor Replacement in Heating and Air
Conditioning.
4. If equipped with oil cooler, install the oil cooler pipe bracket bolt to the right engine mount strut
bracket.
Tighten the oil cooler pipe bracket bolt to 10 Nm (89 inch lbs.).
5. Install the right engine mount strut to the right engine mount strut bracket. Refer to Engine Mount
Strut Replacement (Left) or Engine Mount Strut
Replacement (Right).
6. Connect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3093
Engine Mount: Service and Repair Engine Mount Strut Bracket Replacement (Upper)
Removal Procedure
1. Remove the engine mount strut from the engine mount strut bracket at the upper radiator
support. Refer to Engine Mount Strut Replacement (Left)
or Engine Mount Strut Replacement (Right).
2. Remove the horizontal bolts (1) from the engine mount strut bracket. 3. Remove the vertical
bolts (2) from the engine mount strut bracket. 4. Remove the engine mount strut bracket from the
upper radiator support.
Installation Procedure
1. Position the engine mount strut bracket over the upper radiator support. Make sure that the
engine mount strut bracket and the engine mount strut
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3094
are aligned to the proper holes of the upper radiator support.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the vertical bolts (2) to the engine mount strut bracket.
Tighten the engine mount strut bracket bolts to 28 Nm (21 ft. lbs.).
3. Install the horizontal bolts (1) to the engine mount strut bracket.
Tighten the engine mount strut bracket bolt to 28 Nm (21 ft. lbs.).
4. Install the engine mount strut to the engine mount strut bracket at the upper radiator support.
Refer to Engine Mount Strut Replacement (Left) or
Engine Mount Strut Replacement (Right).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3095
Engine Mount: Service and Repair
Engine Mount Inspection
- Tools Required J28467-B Universal Engine Support Fixture
- J 28467-90A Engine Support Adapters
- J 36462-A Engine Support Adapter Leg Set
Important: Before replacing any engine mount due to suspected fluid loss, verify that the source of
the fluid is the engine mount, not the engine or accessories.
1. Install the J28467-B. Raise the engine in order to remove the weight from the engine mount and
create slight tension in the rubber. 2. Observe the engine mount while raising the engine. Replace
the engine mount if the engine mount exhibits any of the following conditions:
- The hard rubber surface is covered with heat check cracks.
- The rubber is separated from the metal plate of the engine mount.
- The rubber is split through the center of the engine mount.
3. If there is movement between the metal plate of the engine mount and its attaching points, lower
the engine on the engine mount. Tighten the bolts
or nuts attaching the engine mount to the frame or engine mount bracket. Refer to Engine Mount
and Bracket Replacement.
4. For information on the transaxle mount, refer to Automatic Transmission Mount Inspection in
Transmission and Drivetrain.
Engine Mount Strut Bracket Replacement (Left)
Removal Procedure
1. Remove the engine mount strut from the left engine mount strut bracket. Refer to Engine Mount
Strut Replacement (Left) or Engine Mount Strut
Replacement (Right).
2. Remove the engine exhaust crossover pipe. Refer to Exhaust Crossover Replacement. 3.
Remove the thermostat housing. Refer to Thermostat Replacement in Cooling System. 4. Remove
the engine mount strut bracket bolts from the left engine mount strut bracket to the cylinder head.
5. Remove the left engine mount strut bracket.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3096
Installation Procedure
1. Install the left engine mount strut bracket.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the engine mount strut bracket bolts through the engine mount strut bracket to the cylinder
head.
Tighten the engine mount strut bracket bolts to 70 Nm (52 ft. lbs.).
3. Install the thermostat housing. Refer to Thermostat Replacement in Cooling System. 4. Install
the engine exhaust crossover pipe. Refer to Exhaust Crossover Replacement.
5. Install the engine mount strut to the left engine mount strut bracket. Refer to Engine Mount Strut
Replacement (Left) or Engine Mount Strut
Replacement (Right).
Engine Mount Strut Bracket Replacement (Right)
Removal Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3097
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Remove the right engine mount strut
from the right engine mount strut bracket. Refer to Engine Mount Strut Replacement (Left) or
Engine Mount
Strut Replacement (Right).
3. If equipped with oil cooler, remove the oil cooler pipe bracket bolt from the right engine mount
strut bracket. 4. Reposition the air conditioning compressor. Refer to Compressor Replacement in
Heating and Air Conditioning.
5. Remove the vertical bolt from the right engine mount strut bracket. 6. Remove the right engine
mount strut bracket.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3098
1. Position the right engine mount strut bracket over the pin locator.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the vertical bolt through the right engine mount strut bracket to the cylinder head.
Tighten the engine mount strut bracket bolt to 50 Nm (37 ft. lbs.).
3. Install the air conditioning compressor. Refer to Compressor Replacement in Heating and Air
Conditioning.
4. If equipped with oil cooler, install the oil cooler pipe bracket bolt to the right engine mount strut
bracket.
Tighten the oil cooler pipe bracket bolt to 10 Nm (89 inch lbs.).
5. Install the right engine mount strut to the right engine mount strut bracket. Refer to Engine Mount
Strut Replacement (Left) or Engine Mount Strut
Replacement (Right).
6. Connect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging.
Engine Mount Strut Bracket Replacement (Upper)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3099
Removal Procedure
1. Remove the engine mount strut from the engine mount strut bracket at the upper radiator
support. Refer to Engine Mount Strut Replacement (Left)
or Engine Mount Strut Replacement (Right).
2. Remove the horizontal bolts (1) from the engine mount strut bracket. 3. Remove the vertical
bolts (2) from the engine mount strut bracket. 4. Remove the engine mount strut bracket from the
upper radiator support.
Installation Procedure
1. Position the engine mount strut bracket over the upper radiator support. Make sure that the
engine mount strut bracket and the engine mount strut
are aligned to the proper holes of the upper radiator support.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3100
2. Install the vertical bolts (2) to the engine mount strut bracket.
Tighten the engine mount strut bracket bolts to 28 Nm (21 ft. lbs.).
3. Install the horizontal bolts (1) to the engine mount strut bracket.
Tighten the engine mount strut bracket bolt to 28 Nm (21 ft. lbs.).
4. Install the engine mount strut to the engine mount strut bracket at the upper radiator support.
Refer to Engine Mount Strut Replacement (Left) or
Engine Mount Strut Replacement (Right).
Engine Mount Strut Replacement (Left)
Removal Procedure
1. Remove the bolt and the nut from the engine mount strut at the left engine mount strut bracket
on the engine.
2. Remove the bolt, the nut, and the engine wiring harness retainer from the engine mount strut at
the engine mount strut bracket on the upper
radiator support.
3. Remove the engine mount strut. 4. Inspect the rubber in the engine mount strut for the following
conditions:
- Hardness
- Splitting
- Cracking
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3101
1. Install the engine mount strut.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the engine wiring harness retainer, the bolt, and the nut to the engine runout strut at the
engine mount strut bracket on the upper radiator
support. Tighten the engine mount strut bolt to 48 Nm (35 ft. lbs.).
3. Install the bolt and the nut to the engine mount strut at the left engine mount strut bracket on the
engine.
Tighten the engine mount strut nut to 48 Nm (35 ft. lbs.).
Engine Mount Strut Replacement (Right)
Removal Procedure
1. Remove the bolt and the nut from the engine mount strut at the right engine mount strut bracket
on the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3102
2. Remove the bolt and the nut from the engine mount strut at the engine mount strut bracket on
the upper radiator support. 3. Remove the engine mount strut. 4. Inspect the rubber in the engine
mount strut for the following conditions:
- Hardness
- Splitting
- Cracking
Installation Procedure
1. Install the engine mount strut.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the bolt and the nut to the engine mount strut at the engine mount strut bracket on the
upper radiator support.
Tighten the engine mount strut bolt to 48 Nm (35 ft. lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3103
3. Install the bolt and the nut to the engine mount strut at the right engine mount strut bracket on
the engine.
Tighten the engine mount strut nut to 48 Nm (35 ft. lbs.).
Engine Support Fixture
Installation Procedure
- Tools Required J 28467-360 Engine Support Fixture
- J 36462 Engine Support Adapter Leg
1. Raise the hood. 2. Disconnect the battery ground (negative) cable. Refer to Battery Negative
Cable Disconnect/Connect Procedure in Starting and Charging. 3. Remove the cross vehicle
brace. Refer to Brace Replacement - Cross Vehicle in Body and Frame. 4. Install the thread
support nuts (J 28467-33A) onto the strut attaching studs. 5. Install the strut tower support
assemblies (J 28467-5A) over the thread support nuts (J 28467-33A). 6. Install the T-bolts (J
28467-53) with 5/16 inch washers through the strut tower support assemblies (J 28467-5A) into the
thread support nuts (J
28467-33A) and hand tighten.
7. Install the two cross bracket assemblies (J 28467-1 A) over the strut tower tube (J 28467-3). 8.
Install the strut tower tube (J 28467-3) into the strut tower support assemblies (J 28467-5A). 9.
Install the 1/2 inch x 2.5 inch quick release pin (J 28467-10) through the strut tower support
assemblies (J 28467-5A) and the strut tower tube (J
28467-3) on one side only.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3104
10. Install the radiator shelf tube (J 28467-2A) through the driver side cross bracket assembly (J
28467-1 A) on the top of the strut tower tube (J
28467-3).
11. Install the round tube of the front support assembly (J 28467-4A) through the large hole in the
radiator shelf tube (J 28467-2A). The hole used in
the radiator shelf tube (J 28467-2A) depends on the vehicle application.
12. Place the rubber padded foot of the front support assembly (J 28467-4A) on the vehicle radiator
shelf. The foot position used in the front support
assembly (J 28467-4A) depends on the vehicle application.
13. Install the 7/16 inch x 2.0 inch quick release pin (J 28467-9) through the hole in the front
support assembly (J 28467-4A) in order to level the
radiator shelf tube (J 28467-2A). The hole used in the front support assembly (J 28467-4A)
depends on the vehicle application.
14. Install the lift hook (J 28467-7A) through the lift hook bracket (J 28467-6A). 15. Install the 1/2
inch lift hook washer and lift hook wing nut (J 28467-34) onto the lift hook (J 28467-7A). 16. Install
the assembled lift hook bracket (J 28467-6A) over the radiator shelf tube (J 28467-2A). 17. Adjust
the radiator shelf tube (J 28467-2A) and the assembled lift hook bracket (J 28467-6A) in order to
align the hook with the left (front), rear of
engine, lift hook bracket part of the left engine mount strut bracket.
18. Hand tighten the driver side cross bracket assembly (J 28467-11A) wing nuts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Drive Belts, Mounts, Brackets and Accessories >
Engine Mount > Component Information > Service and Repair > Engine Mount Inspection > Page 3105
19. Install the second radiator shelf tube (J 28467-2A) through the passenger side cross bracket
assembly (J 28467-11A) on the top of the strut tower
tube (J 28467-3).
20. Install the round tube of the front support assembly (J 28467-4A) through the large hole in the
radiator shelf tube (J 28467-2A). The hole used in
the radiator shelf tube (J 28467-2A) depends on the vehicle application.
21. Place the rubber padded foot of the front support assembly (J 28467-4A) on the vehicle radiator
shelf. The foot position used in the front support
assembly (J 28467-4A) depends on the vehicle application.
22. Install the 7/16 inch x 2.0 inch quick release pin (J 28467-9) through the hole in the front
support assembly (J 28467-4A) in order to level the
radiator shelf tube (J 28467-2A). The hole used in the front support assembly (J 28467-4A)
depends on the vehicle application.
23. Install the lift hook (J 28467-7A) through the lift hook bracket (J 28467-6A). 24. Install the 1/2
inch lift hook washer and lift hook wing nut (J 28467-34) onto the lift hook (J 28467-7A). 25. Install
the assembled lift hook bracket (J 28467-6A) over the radiator shelf tube (J 28467-2A). 26. Adjust
the radiator shelf tube (J 28467-2A) and the assembled lift hook bracket (J 28467-6A) in order to
align the hook with the right (rear), front
of engine, lift hook bracket located next to the generator.
27. Hand tighten the passenger side cross bracket assembly (J 28467-1 A) wing nuts. 28. Hand
tighten the lift hook wing nuts (J 28467-34) securely to remove all slack from the engine support
fixture assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Pressure >
Component Information > Specifications
Engine Oil Pressure: Specifications
Oil Pressure - Warm ............................................................................................................................
.................................................. 15psi @ 1100 RPM
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Pressure >
Component Information > Specifications > Page 3110
Engine Oil Pressure: Testing and Inspection
Low or No Oil Pressure The following conditions may cause low or no oil pressure: Low oil level Fill to the full mark on the oil level indicator.
- Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch.
- Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge.
- Improper oil viscosity or diluted oil Install oil of proper viscosity for expected temperature.
- Install new oil if the oil is diluted.
- A worn or dirty oil pump Clean or replace the oil pump.
- A plugged oil filter Replace the oil filter.
- A loose or plugged oil pickup screen Replace the oil pickup screen.
- A hole in the oil pickup tube Replace the oil pickup tube.
- Excessive bearing clearance Replace the bearings.
- Cracked, porous, or plugged oil gallery Repair or replace the engine block.
- Missing or improperly installed gallery plugs Install or repair the plugs as needed.
- A stuck pressure regulator valve Inspect the pressure regulator valve for sticking in the bore.
- Inspect the bore for scoring and burrs.
- A worn or poorly machined camshaft Replace the camshaft.
- Worn valve guides Repair the valve guides as needed.
Oil Pressure Testing
- Tools Required J 25087-C Oil Pressure Test Kit
If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and
support the vehicle. Refer to Vehicle Lifting. 3. Remove the oil filter. 4. Assemble the plunger valve
in the large hole of the J 25087-C base. Insert the hose in the small hole of the J 25087-C base.
Connect the gauge to
the end of the hose.
5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6.
Install the J 25087-C on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil
pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating
temperature before inspecting
the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using
5W-30 engine oil.
9. If adequate oil pressure is indicated, test the oil pressure switch.
10. If a low reading is indicated, press the valve on the tester base in order to isolate the oil pump
and/or its components from the lubricating system.
An adequate reading at this time indicates a good pump and the previous low pressure was due to
worn bearings, etc. A low reading while pressing the valve indicates a faulty pump.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Dip Stick - Dip
Stick Tube > Component Information > Specifications
Engine Oil Dip Stick - Dip Stick Tube: Specifications
Oil Level Indicator Tube Bolt 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil Dip Stick - Dip
Stick Tube > Component Information > Specifications > Page 3114
Engine Oil Dip Stick - Dip Stick Tube: Service and Repair
Removal Procedure
1. Disconnect the spark plug wire from the spark plug adjacent to the oil level indicator tube. 2.
Remove the oil level indicator. 3. Remove the oil level indicator tube bracket bolt from the oil level
indicator tube bracket. 4. Remove the oil level indicator tube.
Installation Procedure
1. Clean the oil level indicator tube. 2. Apply sealant around the oil level indicator tube 12.7 mm
(0.50 inch) below the bead. Use GM sealant P/N 12345739 or the equivalent. 3. Install the oil level
indicator tube into the engine block.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the bolt to the oil level indicator tube bracket.
Tighten the oil level indicator tube bracket bolt to 25 Nm (18 ft. lbs.).
5. Install the oil level indicator. 6. Connect the spark plug wire to the spark plug adjacent to the oil
level indicator tube.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component
Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications
Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications
INFORMATION
Bulletin No.: 11-00-90-001
Date: March 14, 2011
Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for
Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or
Complete Oil Change
Models:
2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with
Duramax(TM) Diesel Engines
GM dexos 1(TM) Information Center Website
Refer to the following General Motors website for dexos 1(TM) information about the different
licensed brands that are currently available: http://www.gmdexos.com
GM dexos 1(TM) Engine Oil Trademark and Icons
The dexos(TM) specification and trademarks are exclusive to General Motors, LLC.
Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the
demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM)
specification.
Look on the front label for any of the logos shown above to identify an authorized, licensed dexos
1(TM) engine oil.
GM dexos 1(TM) Engine Oil Specification
Important General Motors dexos 1(TM) engine oil specification replaces the previous General
Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The
oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains
acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be
used in those older vehicles.
In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine
oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil
specification are as follows:
- To meet environmental goals such as increasing fuel efficiency and reducing engine emissions.
- To promote long engine life.
- To minimize the number of engine oil changes in order to help meet the goal of lessening the
industry's overall dependence on crude oil.
dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the
following benefits:
- Further improve fuel economy, to meet future corporate average fuel economy (CAFE)
requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits
throughout the life of the oil.
- More robust formulations for added engine protection and aeration performance.
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component
Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 3119
- Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life
has been depleted.
- Reduce the duplication of requirements for a large number of internal GM engine oil
specifications.
International Lubricants Standardization and Approval Committee (ILSAC)
GF-5 Standard
In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval
Committee (ILSAC) standard called GF-5, was introduced in October 2010.
- There will be a corresponding API category, called: SN Resource Conserving. The current GF-4
standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos
1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a
statistically significant increase in fuel economy versus the Sequence VIB test that was used for
GF-4.
- It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard.
However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification.
- Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API
will begin licensing marketers during October 2010, to produce and distribute GF-5 certified
products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils.
Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy
Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than
doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed
CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet
these future requirements, all aspects of vehicle operation are being looked at more critically than
ever before.
New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel
economy include direct injection, cam phasing, turbocharging and active fuel management (AFM).
The demands of these new technologies on engine oil also are taken into consideration when
determining new oil specifications. AFM for example can help to achieve improved fuel economy.
However alternately deactivating and activating the cylinders by not allowing the intake and
exhaust valves to open contributes to additional stress on the engine oil.
Another industry trend for meeting tough fuel economy mandates has been a shift toward lower
viscosity oils.
dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs:
SAE 0W-20, 5W-20, 0W-30 and 5W-30.
Using the right viscosity grade oil is critical for proper engine performance. Always refer to the
Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being
serviced.
GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals
To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the
GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000
mile (4,830 km) recommendation.
The dexos (TM) specification, with its requirements for improved oil robustness, compliments the
GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle.
If all GM customers with GM Oil Life System equipped vehicles would use the system as intended,
GM estimates that more than 100 million gallons of oil could be saved annually.
GM dexos 2(TM) Information Center Website
Refer to the following General Motors website for dexos 2(TM) information about the different
licensed brands that are currently available: http://www.gmdexos.com
GM dexos 2(TM) Engine Oil Trademark and Icons
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component
Information > Technical Service Bulletins > Engine - GM dexos 1 and dexos 2(R) Oil Specifications > Page 3120
The dexos (TM) specification and trademarks are exclusive to General Motors, LLC.
Only those oils displaying the dexos (TM) trademark and icon on the front label meet the
demanding performance requirements and stringent quality standards set forth in the dexos
(TM)specification.
Look on the front label for any of the logos shown above to identify an authorized, licensed dexos
2(TM) engine oil.
GM dexos 2(TM) Engine Oil Specification
- dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010
vehicles, regardless of where the vehicle was manufactured.
- dexos 2(TM) is the recommended service fill oil for European gasoline engines.
Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting
specification CJ-4.
- dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and
replaces GM-LL-B-025 and GM-LL-A-025.
- dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on
certain chemical components to prolong catalyst life and protect expensive emission reduction
systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum
performance longer.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component
Information > Specifications > Capacity Specifications
Engine Oil: Capacity Specifications
Engine Oil
With Filter Change ...............................................................................................................................
............................................................. 4.2L (4.5 Qt)
NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the
recommended level and recheck fluid level.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component
Information > Specifications > Capacity Specifications > Page 3123
Engine Oil: Fluid Type Specifications
Engine Oil
API Classification .................................................................................................................................
........................................ Look for Starburst Symbol Grade ...............................................................
..................................................................................................... 5W-30 (preferred), 10W-30 if
above 0° F
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Engine Oil > Component
Information > Specifications > Page 3124
Engine Oil: Service Precautions
Look for and use ONLY engine oil that meets GM Specification. Oil that does not have the correct
specification designation can cause engine damage not covered by warranty. Do NOT use engine
oil additives.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Cooler, Engine >
Component Information > Specifications
Oil Cooler: Specifications
Oil Cooler Connector 37 ft.lb
Oil Cooler Hose Fitting 14 ft.lb
Oil Cooler Pipe Bracket Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine >
Component Information > Technical Service Bulletins > Engine - Noise/Damage Oil Filter Application Importance
Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance
INFORMATION
Bulletin No.: 07-06-01-016B
Date: July 27, 2009
Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement
Models:
2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin
Number 07-06-01-016A (Section 06 - Engine/Propulsion System).
Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is
not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R)
oil filters directly from GMSPO.
Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the
most recent parts information to ensure the correct part number filter is installed when replacing oil
filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been
discovered in some aftermarket parts systems. Always ensure the parts you install are from a
trusted source. Improper oil filter installation may result in catastrophic engine damage.
Refer to the appropriate Service Information (SI) installation instructions when replacing any oil
filter and pay particular attention to procedures for proper cartridge filter element alignment. If the
diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise
or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number
02-00-89-002I (Information for Dealers on How to Submit a Field Product Report).
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine >
Component Information > Technical Service Bulletins > Page 3132
Oil Filter: Specifications
Oil Filter 115 in.lb
Oil Filter Bypass Hole Plug 14 ft.lb
Oil Filter Fining 29 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine >
Component Information > Technical Service Bulletins > Page 3133
Oil Filter: Service and Repair
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Position the oil drain pan
under the engine oil drain plug. 3. Remove the engine oil pan drain plug. 4. Clean and inspect the
engine oil pan drain plug, repair or replace if necessary. 5. Clean and inspect the engine oil pan
drain plug sealing surface on the oil pan, repair or replace oil pan if necessary.
6. Remove the oil filter. 7. Clean and inspect the oil filter sealing area on the engine block, repair or
replace if necessary.
Installation Procedure
1. Lightly oil the replacement oil filter gasket with clean oil. Refer to Maintenance Items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter, Engine >
Component Information > Technical Service Bulletins > Page 3134
2. Install the new oil filter.
Tighten the new oil filter to 3/4 to 1 full turn, after the oil filter gasket contacts the oil filter mounting
surface.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the engine oil pan drain plug.
Tighten the engine oil pan drain plug to 25 Nm (18 ft. lbs.).
4. Remove the oil drain pan. 5. Lower the vehicle. 6. Fill the engine with new engine oil. Refer to
Capacities - Approximate Fluid. 7. Start the engine. 8. Inspect for oil leaks after engine start up. 9.
Turn off the engine and allow the oil a few minutes to drain back into the oil pan.
10. Remove the oil level indicator from the oil level indicator tube. 11. Clean off the indicator end of
the oil level indicator with a clean paper towel or cloth. 12. Install the oil level indicator into the oil
level indicator tube until the oil level indicator handle contacts the top of the oil level indicator tube.
13. Again, remove the oil level indicator from the oil level indicator tube keeping the tip of the oil
level indicator down. 14. Check the level of the engine oil on the oil level indicator. 15. If necessary,
readjust the oil level by adding or draining the engine oil.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Filter Adapter >
Component Information > Service and Repair
Oil Filter Adapter: Service and Repair
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil filter. Refer to
Engine Oil and Oil Filter Replacement. 3. Remove the oil filter bypass valve. Refer to Oil Filter
Adapter Removal.
Installation Procedure
1. Install the oil filter bypass valve. Refer to Oil Filter Adapter Installation. 2. Lower the vehicle. 3.
Add engine oil as required. Refer to Engine Oil and Oil Filter Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Warning Indicator >
Component Information > Description and Operation
Oil Level Warning Indicator: Description and Operation
Engine Oil Level Switch
The PCM monitors the engine oil level switch signal at start-up to determine if the engine oil is OK.
If the PCM determines that a low oil level condition exists, the PCM will communicate the
information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or initiate
a message.
The low oil level message may not appear if other messages are being commanded, such as the
rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor >
Component Information > Specifications
Oil Level Sensor: Specifications
Oil Level Sensor Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor >
Component Information > Specifications > Page 3144
Oil Level Sensor: Locations
Locations View
Front center of the engine oil pan.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor For ECM >
Component Information > Locations
Oil Level Sensor For ECM: Locations
Front center of the engine oil pan.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Level Sensor For ECM >
Component Information > Locations > Page 3148
Engine Oil Level Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine >
Component Information > Specifications
Oil Pan: Specifications
Oil Pan Bolt 18 ft.lb
Oil Pan Drain Plug 18 ft.lb
Oil Pan Side Bolt 37 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine >
Component Information > Specifications > Page 3152
Oil Pan: Service and Repair
Removal Procedure
- Tools Required J 28467-360 Engine Support Fixture
- J 28467-90A Engine Support Fixture Adapter
- J 36462-A Engine Support Adapter Leg
- J 39505 Torque Wrench Adapter
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Remove the engine mount struts from
the engine. Refer to Engine Mount Strut Replacement (Left) and Engine Mount Strut Replacement
(Right). 3. Disconnect the A/C compressor mounting bolts. Reposition and secure the A/C
compressor. Refer to Compressor Replacement in Heating and Air
Conditioning.
4. Install the J28467-360. 5. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 6.
Disconnect the three-way catalytic converter pipe from the right exhaust manifold. Refer to
Catalytic Converter Replacement in Powertrain
Management.
7. Drain the engine oil. Refer to Engine Oil and Oil Filter Replacement. 8. Disconnect the oil level
sensor wiring harness connection. 9. Remove the starter motor. Refer to Starter Motor
Replacement in Starting and Charging.
10. Remove the transaxle brace from the oil pan. Refer to Automatic Transmission Brace
Replacement in Transmission and Drivetrain. 11. Remove the transaxle mount lower nuts. Refer to
Automatic Transmission Mount Replacement in Transmission and Drivetrain. 12. Remove the
engine mount lower nuts. Refer to Engine Mount and Bracket Replacement. 13. Lower the vehicle.
14. Use the J 28467-360 in order to raise the engine. 15. Raise and suitably support the vehicle.
Refer to Vehicle Lifting. 16. Remove the engine mount bracket with the engine mount from the oil
pan. Refer to Engine Mount and Bracket Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine >
Component Information > Specifications > Page 3153
17. Use the J 39505 in order to remove the right oil pan side bolts.
18. Remove the left oil pan side bolts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine >
Component Information > Specifications > Page 3154
19. Remove the oil pan retaining bolts. 20. Remove the oil pan. 21. Remove the oil pan gasket. 22.
Clean the oil pan and the engine block gasket surface.
Installation Procedure
- Tools Required J 39505 Torque Wrench Adapter
1. Apply sealant at the rear main bearing cap and the engine block (1). 2. Install the oil pan gasket.
Refer to Oil Pan Installation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine >
Component Information > Specifications > Page 3155
3. Install the oil pan.
Install the oil pan retaining bolts. Refer to Oil Pan Installation.
4. Install the left oil pan side bolts. Refer to Oil Pan Installation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pan, Engine >
Component Information > Specifications > Page 3156
5. Use the J 39505 in order to install the right oil pan side bolts. Refer to Oil Pan Installation. 6.
Install the engine mount bracket with the engine mount to oil pan. Refer to Engine Mount and
Bracket Replacement. 7. Lower the vehicle. 8. Use the J 28467-360 in order to lower the engine. 9.
Raise and suitably support the vehicle. Refer to Vehicle Lifting.
10. Install the transaxle mount lower nuts. Refer to Automatic Transmission Mount Replacement in
Transmission and Drivetrain. 11. Install the engine mount lower nuts. Refer to Engine Mount and
Bracket Replacement. 12. Install the transaxle brace to the oil pan. Refer to Automatic
Transmission Brace Replacement in Transmission and Drivetrain. 13. Install the starter motor.
Refer to Starter Motor Replacement in Starting and Charging.
14. Install the oil level sensor wiring harness connection. 15. Install the three-way catalytic
converter pipe to the right exhaust manifold. Refer to Catalytic Converter Replacement in
Powertrain Management. 16. Lower the vehicle. 17. Remove the J 28467-360 the J 36462-A and
the J 28467-90A. 18. Install the A/C compressor. Refer to Compressor Replacement in Heating
and Air Conditioning. 19. Install the engine mount struts to the engine. Refer to Engine Mount Strut
Replacement (Left) and Engine Mount Strut Replacement(Right). 20. Fill the engine with new
engine oil. Refer to Engine Oil and Oil Filter Replacement. 21. Connect the battery ground
(negative) cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and
Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Sender >
Component Information > Specifications
Oil Pressure Sender: Specifications
Engine Oil Pressure Indicator Switch 115 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Sender >
Component Information > Specifications > Page 3160
Engine Oil Pressure Indicator Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Sensor >
Component Information > Locations
Oil Pressure Sensor: Locations
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Sensor >
Component Information > Locations > Page 3164
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For
Fuel Pump) > Component Information > Locations > Component Locations
Oil Pressure Switch (For Fuel Pump): Component Locations
Engine Oil Pressure Indicator Switch (LA1)
Front of the engine, above the starter.
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Engine Oil Pressure Indicator Switch (L36)
Near generator.
RPO L36: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For
Fuel Pump) > Component Information > Locations > Component Locations > Page 3169
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For
Fuel Pump) > Component Information > Locations > Component Locations > Page 3170
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pressure Switch (For
Fuel Pump) > Component Information > Locations > Page 3171
Oil Pressure Switch (For Fuel Pump): Description and Operation
Engine Oil Pressure Switch
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure
is OK. If the PCM determines that a low oil pressure condition exists, the PCM will communicate
the information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or
initiate a message.
The low oil pressure message may not appear if other messages are being commanded, such as
the rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump Cover >
Component Information > Specifications
Oil Pump Cover: Specifications
Oil Pump Cover Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump Drive Shaft >
Component Information > Specifications
Oil Pump Drive Shaft: Specifications
Oil Pump Drive Clamp Bolt ..................................................................................................................
............................................................ 27 ft. lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump Drive Shaft >
Component Information > Specifications > Page 3178
Oil Pump Drive Shaft: Service and Repair
Removal Procedure
1. Remove the upper intake manifold. Refer to Intake Manifold Replacement (Upper) or Intake
Manifold Replacement (Lower). 2. Remove the fuel return pipe to the fuel injector rail. Refer to Fuel
Rail Assembly Replacement in Computers and Controls.
3. Remove the fuel feed pipe to the fuel injector rail. Refer to Fuel Rail Assembly Replacement in
Computers and Controls.
4. Remove the fuel pipe clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump Drive Shaft >
Component Information > Specifications > Page 3179
5. Remove the fuel pipe clip bolt.
6. Remove the oil pump drive bolt. 7. Remove the oil pump drive clamp. 8. Remove the oil pump
drive. 9. Remove the oil pump drive seal.
Installation Procedure
1. Install the oil pump drive seal. Coat the seal or bore in the engine block with engine oil. 2. Install
the oil pump drive. Refer to Oil Pump Drive Installation.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump Drive Shaft >
Component Information > Specifications > Page 3180
3. Install the oil pump drive clamp.
Install the oil pump drive bolt. Refer to Oil Pump Drive Installation.
4. Connect the fuel return pipe to the fuel injector rail. Refer to Fuel Rail Assembly Replacement in
Computers and Controls.
5. Connect the fuel feed pipe to the fuel injector rail. Refer to Fuel Rail Assembly Replacement in
Computers and Controls.
6. Install the fuel pipe clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump Drive Shaft >
Component Information > Specifications > Page 3181
7. Install the fuel pipe clip bolt.
Tighten the fuel pipe clip bolt to 8 Nm (71 inch lbs.).
8. Install the upper intake manifold. Refer to Intake Manifold Replacement (Upper) or Intake
Manifold Replacement (Lower).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump, Engine > Engine
Oil Pressure > Component Information > Specifications
Engine Oil Pressure: Specifications
Oil Pressure - Warm ............................................................................................................................
.................................................. 15psi @ 1100 RPM
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Engine Lubrication > Oil Pump, Engine > Engine
Oil Pressure > Component Information > Specifications > Page 3186
Engine Oil Pressure: Testing and Inspection
Low or No Oil Pressure The following conditions may cause low or no oil pressure: Low oil level Fill to the full mark on the oil level indicator.
- Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch.
- Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge.
- Improper oil viscosity or diluted oil Install oil of proper viscosity for expected temperature.
- Install new oil if the oil is diluted.
- A worn or dirty oil pump Clean or replace the oil pump.
- A plugged oil filter Replace the oil filter.
- A loose or plugged oil pickup screen Replace the oil pickup screen.
- A hole in the oil pickup tube Replace the oil pickup tube.
- Excessive bearing clearance Replace the bearings.
- Cracked, porous, or plugged oil gallery Repair or replace the engine block.
- Missing or improperly installed gallery plugs Install or repair the plugs as needed.
- A stuck pressure regulator valve Inspect the pressure regulator valve for sticking in the bore.
- Inspect the bore for scoring and burrs.
- A worn or poorly machined camshaft Replace the camshaft.
- Worn valve guides Repair the valve guides as needed.
Oil Pressure Testing
- Tools Required J 25087-C Oil Pressure Test Kit
If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and
support the vehicle. Refer to Vehicle Lifting. 3. Remove the oil filter. 4. Assemble the plunger valve
in the large hole of the J 25087-C base. Insert the hose in the small hole of the J 25087-C base.
Connect the gauge to
the end of the hose.
5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6.
Install the J 25087-C on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil
pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating
temperature before inspecting
the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using
5W-30 engine oil.
9. If adequate oil pressure is indicated, test the oil pressure switch.
10. If a low reading is indicated, press the valve on the tester base in order to isolate the oil pump
and/or its components from the lubricating system.
An adequate reading at this time indicates a good pump and the previous low pressure was due to
worn bearings, etc. A low reading while pressing the valve indicates a faulty pump.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Technical Service Bulletins > Engine - Intake Manifold Inspection/Replacement
Intake Manifold: Technical Service Bulletins Engine - Intake Manifold Inspection/Replacement
INFORMATION
Bulletin No.: 00-06-01-026C
Date: February 03, 2010
Subject: Intake Manifold Inspection/Replacement After Severe Internal Engine Damage
Models:
2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to include additional model years. Please discard
Corporate Bulletin Number 00-06-01-026B (Section 06 - Engine).
When replacing an engine due to internal damage, extreme care should be taken when transferring
the intake manifold to the new Goodwrench service engine long block. Internal damage may result
in the potential discharge of internal engine component debris in the intake manifold via broken
pistons and/or bent, broken, or missing intake valves. After removing the intake manifold from the
engine, the technician should carefully inspect all of the cylinder head intake ports to see if the
valve heads are still present and not bent. Usually when the valve heads are missing or sufficiently
bent, internal engine component debris will be present to varying degrees in the intake port of the
cylinder head. If this debris is present in any of the cylinder head intake ports, the intake manifold
should be replaced. This replacement is required due to the complex inlet runner and plenum
configuration of most of the intake manifolds, making thorough and complete component cleaning
difficult and nearly impossible to verify complete removal of debris. Re-installation of an intake
manifold removed from an engine with deposits of internal engine component debris may result in
the ingestion of any remaining debris into the new Goodwrench service engine. This may cause
damage or potential failure of the new service engine.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Technical Service Bulletins > Engine - Intake Manifold Inspection/Replacement > Page 3191
Intake Manifold: Technical Service Bulletins Intake Manifold (Lower) - Revised Installation
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 02-06-01-014
Date: April, 2002
SERVICE MANUAL UPDATE
Subject: Revised Lower Intake Manifold Installation
Models: 1996 Buick Regal 1996-1998 Buick Skylark 1996-2002 Buick Century 2002 Buick
Rendezvous 1996 Chevrolet Beretta, Corsica, Lumina APV 1996-2001 Chevrolet Lumina
1997-2002 Chevrolet Malibu, Monte Carlo, Venture 2000-2002 Chevrolet Impala 1996-1998
Oldsmobile Achieva 1997-1998 Oldsmobile Cutlass 1996-2002 Oldsmobile Silhouette 1999-2002
Oldsmobile Alero 1996-1998 Pontiac TransSport 1996-2002 Pontiac Grand Am, Grand Prix
1999-2002 Pontiac Montana 2001-2002 Pontiac Aztek with 3.1L or 3.4L Engine (VINs J, M, E RPOs LG8, L82, LA1)
This bulletin is being issued to revise Steps 1 and 2 of the Lower Intake Manifold Installation
procedure in the Engine Mechanical sub-section of the Service Manual. Please replace the current
information in the Service Manual with the following information.
The following information has been updated within SI2000. If you are using a paper version of this
Service Manual, please make a reference to this bulletin on the affected page.
Intake Manifold Installation - Lower
Important:
All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (in
Canada, use GM P/N 10953463) or the equivalent to clean surfaces.
1. Install the intake manifold gaskets.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Technical Service Bulletins > Engine - Intake Manifold Inspection/Replacement > Page 3192
2. Apply small drops (8-10 mm [0.31-0.39 in]) of RTV sealer, GM P/N 12346286 (in Canada, use
GM P/N 10953476) or the equivalent to the four corners of the intake manifold to block joint (1).
3. Connect the small drops with a bead of RTV sealer that is between 8-10 mm (0.31-0.39 in) wide
and 3.0-5.0 mm (0.12-0.20 in) thick (2).
The remaining steps on the original bulletin remain unchanged.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Specifications > Throttle Body Torque & Sequence
Intake Manifold: Specifications
Throttle Body Bolt/Stud 18 lb. ft.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Specifications > Throttle Body Torque & Sequence > Page 3195
Intake Manifold: Specifications Torque & Tightening Sequence
Lower Intake Manifold
Install NEW lower intake manifold bolts.
The torque specification is a 2-step process; tighten the vertical lower intake manifold bolts (the
four middle ones) to 7 Nm (62 lb in). Tighten the diagonal lower intake manifold bolts (two on each
end) to 7 Nm (62 lb in). Tighten the vertical lower intake manifold bolts (the four middle ones) to 13
Nm (115 lb in). Tighten the diagonal lower intake manifold bolts (two on each end) to 25 Nm (18 lb
ft).
Upper Intake Manifold
Tighten Bolt/stud ..................................................................................................................................
.................................................... 25 Nm (18 ft. lbs)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement
Intake Manifold: Service and Repair Lower Intake Manifold Replacement
Removal Procedure
Important: This engine uses a sequential multiport fuel injection system. Injector wiring harness
connectors must be connected to their appropriate fuel injector or exhaust emissions and engine
performance may be seriously affected.
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Remove the upper intake manifold.
Refer to Intake Manifold Replacement (Upper) or Intake Manifold Replacement (Lower). 3. Remove
the left valve rocker arm cover. Refer to Valve Rocker Arm Cover Replacement (Left Front) or
Valve Rocker Arm Cover Replacement
(Right Rear).
4. Remove the right valve rocker arm cover. Refer to Valve Rocker Arm Cover Replacement (Left
Front) or Valve Rocker Arm Cover Replacement
(Right Rear).
5. Disconnect the engine coolant temperature (ECT) wiring harness.
6. Disconnect and remove the fuel injector and manifold air pressure (MAP) wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3198
7. Remove the fuel pipe clip bolt.
8. Remove the fuel pipe clip.
9. Disconnect the fuel feed pipe from the fuel injector rail. Refer to Fuel Rail Assembly
Replacement in Computers and Controls.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3199
10. Disconnect the fuel return pipe from the fuel injector rail. Refer to Fuel Rail Assembly
Replacement in Computers and Controls.
11. Remove the fuel injector rail. Refer to Fuel Rail Assembly Replacement in Computers and
Controls. 12. Disconnect the power steering pump from the front engine cover and position aside.
Refer to Power Steering Pump Replacement in Steering and
Suspension.
13. Disconnect the heater inlet pipe with heater hose from the lower intake manifold and reposition.
14. Disconnect the radiator inlet hose from the engine. Refer to Radiator Hose Replacement - Inlet
in Cooling System.
15. Disconnect the thermostat bypass hose from the thermostat bypass pipe and lower intake
manifold pipe.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3200
16. Remove the lower intake manifold bolts. 17. Remove the lower intake manifold. 18. Remove
the valve rocker arms and pushrods. Refer to Valve Rocker Arm and Push Rod Removal.
19. Remove the lower intake manifold gaskets and seals. 20. Clean the lower intake manifold
gasket and seal surfaces on the cylinder heads and the engine block. 21. Clean the gasket and
seal surfaces on the lower intake manifold with degreaser. 22. Remove all the loose RTV sealer.
23. If replacing the lower intake manifold remove the engine coolant temperature (ECT) sensor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3201
24. If replacing the lower intake manifold remove the water outlet bolts. 25. Remove the water
outlet.
26. If replacing the lower intake manifold remove the thermostat.
Installation Procedure
1. If removed install the thermostat.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3202
2. If removed install the water outlet.
Install the water outlet bolts. Refer to Water Outlet Installation.
3. If removed install the engine coolant temperature (ECT) sensor.
Tighten the engine coolant temperature (ECT) sensor to 23 Nm (17 lb ft).
Note: Refer to TSB# 03-06-01-010B (10/24/2003) for updated information about a new intake
manifold gasket and installation procedure.
4. Install the lower intake manifold gaskets. 5. Install the valve rocker arms and pushrods. Refer to
Valve Rocker Arm and Push Rod Installation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3203
6. Install the lower intake manifold.
7. Install NEW lower intake manifold bolts.
Revised Updated Torque Specification, Bulletin #vss20030024
The torque specification is a 2-step process; tighten the vertical lower intake manifold bolts (the
four middle ones) to 7 Nm (62 lb in). Tighten the diagonal lower intake manifold bolts (two on each
end) to 7 Nm (62 lb in).Tighten the vertical lower intake manifold bolts (the four middle ones) to 13
Nm (115 lb in). Tighten the diagonal lower intake manifold bolts (two on each end) to 25 Nm (18 lb
ft).
8. Connect the thermostat bypass hose to the thermostat bypass pipe and lower intake manifold
pipe. 9. Connect the radiator inlet hose to the engine. Refer to Radiator Hose Replacement -Inlet in
Cooling System.
10. Connect the heater inlet pipe and heater hose to the lower intake manifold. 11. Install the power
steering pump to the front engine cover. Refer to Power Steering Pump Replacement in Steering
and Suspension.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3204
12. Install the fuel injector rail. Refer to Fuel Rail Assembly Replacement in Computers and
Controls.
13. Connect the fuel return pipe to the fuel injector rail. Refer to Fuel Rail Assembly Replacement
in Computers and Controls.
14. Connect the fuel feed pipe to the fuel injector rail. Refer to Fuel Rail Assembly Replacement in
Computers and Controls.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3205
15. Install the fuel pipe clip.
16. Install the fuel pipe clip bolt.
Tighten the fuel pipe clip bolt to 8 Nm (71 lb in).
17. Connect the fuel injector and manifold air pressure (MAP) wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3206
18. Connect the engine coolant temperature (ECT) wiring harness. 19. Install the right valve rocker
arm cover. Refer to Valve Rocker Arm Cover Replacement (Left Front) or Valve Rocker Arm Cover
Replacement
(Right Rear).
20. Install the left valve rocker arm cover. Refer to Valve Rocker Arm Cover Replacement (Left
Front) or Valve Rocker Arm Cover Replacement
(Right Rear).
21. Install the upper intake manifold. Refer to Intake Manifold Replacement (Upper) or Intake
Manifold Replacement (Lower). 22. Connect the battery ground (negative) cable. Refer to Battery
Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3207
Intake Manifold: Service and Repair Upper Intake Manifold Replacement
Removal Procedure
Important: This engine uses a sequential multiport fuel injection system. Connect the injector wiring
harness connectors to their appropriate fuel injector or exhaust emissions and engine performance
may be seriously affected.
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Carefully disconnect the vacuum hose
connection from the throttle body air inlet duct. 3. Disconnect the wiring harness connection from
the intake air temperature (IAT) sensor in the throttle body air inlet duct. Refer to IAT Sensor
Replacement in Computers and Controls.
4. Carefully disconnect the throttle body air inlet duct. 5. Drain the engine coolant from the cooling
system. Refer to Draining and Filling Cooling System in Cooling System. 6. Remove the
accelerator control and cruise control cables with bracket from the throttle body. Refer to
Accelerator Controls Cable Bracket
Replacement in Computers and Controls.
7. Disconnect the wiring harness connectors from the throttle body:
- Throttle position (TP) sensor
- Idle air control (IAC) valve
8. Disconnect the wiring harness attachment clips.
- Camshaft position (CMP) sensor wiring harness
- Left spark plug wire harness
9. Disconnect the thermostat bypass pipe coolant hoses from the throttle body.
10. Remove the rear generator brace. Refer to Generator Brace Replacement in Starting and
Charging. 11. Remove the following components:
11.1. The vacuum lines at the upper intake manifold 11.2. The MAP sensor 11.3. The EGR valve
11.4. The spark plug wires 11.5. The ignition control module 11.6. The upper intake manifold 11.7.
The upper intake manifold gaskets Refer to Intake Manifold Removal (Upper) or Intake Manifold
Removal (Lower).
12. Remove the throttle body. Refer to Throttle Body Assembly Replacement in Computers and
Controls. 13. Clean the seal surfaces on the manifold with degreaser.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Intake Manifold > Component Information >
Service and Repair > Lower Intake Manifold Replacement > Page 3208
1. Install the throttle body. Refer to Throttle Body Assembly Replacement in Computers and
Controls.
2. Install the following components:
2.1. The upper intake manifold gaskets 2.2. The upper intake manifold 2.3. The ignition control
module 2.4. The spark plug wires 2.5. The EGR valve 2.6. The MAP sensor 2.7. The vacuum lines
at the upper intake manifold
Refer to Intake Manifold Installation (Lower) or Intake Manifold Installation (Upper).
3. Install the rear generator brace. Refer to Generator Brace Replacement in Starting and
Charging. 4. Connect the thermostat bypass pipe coolant hoses to the throttle body. 5. Connect the
wiring harness connectors to the throttle body.
- Throttle position (TP) sensor
- Idle air control (IAC) valve
6. Install the accelerator control and cruise control cables with bracket to the throttle body. Refer to
Accelerator Controls Cable Bracket Replacement
in Computers and Controls.
7. Fill the cooling system with engine coolant. Refer to Draining and Filling Cooling System in
Cooling System. 8. Install the throttle body air inlet duct. 9. Connect the wiring harness connection
to the intake air temperature (IAT) sensor in the throttle body air inlet duct. Refer to IAT Sensor
Replacement in Computers and Controls.
10. Connect the vacuum hose connection to the throttle body air inlet duct. 11. Connect the battery
ground (negative) cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in
Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Lamps and Indicators - Engine > Oil Level
Warning Indicator > Component Information > Description and Operation
Oil Level Warning Indicator: Description and Operation
Engine Oil Level Switch
The PCM monitors the engine oil level switch signal at start-up to determine if the engine oil is OK.
If the PCM determines that a low oil level condition exists, the PCM will communicate the
information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or initiate
a message.
The low oil level message may not appear if other messages are being commanded, such as the
rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Camshaft Oil Seal >
Component Information > Service and Repair
Camshaft Oil Seal: Service and Repair
Removal Procedure
1. Remove the engine flywheel. Refer to Engine Flywheel Replacement. 2. Remove the camshaft
rear bearing hole plug.
Installation Procedure
1. Install the camshaft rear bearing hole plug. Refer to Camshaft Bearing Installation. Make sure
that the camshaft rear bearing plug is installed to
specifications.
2. Install the engine flywheel. Refer to Engine Flywheel Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal
Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Leaks from Crankshaft Rear Main
Seal
Bulletin No.: 05-06-01-019F
Date: October 02, 2007
TECHNICAL
Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main
Oil Seal Using Revised Rear Main Seal Installer and Remover Tools)
Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn)
with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W,
X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2
or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG)
Supercede:
This bulletin is being revised to add an Important statement on proper seal installation. Please
discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System).
This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine
VINs and RPOs may have carried over to other new model year engines and may no longer be a
60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following
information is correct before using this bulletin:
Year of vehicle (e.g. N = 1992)
V6 Engine Liter size (e.g. 3.4L)
VIN CODE (e.g. X)
RPO (e.g. LQ1)
If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found
under the models listed above, then this bulletin applies to that engine. If one or more of the
vehicle's information can NOT be found under the models listed above, then this bulletin does NOT
apply.
This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1).
Condition
Some customers may comment on external oil leakage.
Correction
Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is
operating correctly. The new seal described below comes with a protective nylon sleeve already
installed in the seal. This sleeve assures that the seal is installed in the correct direction and also
protects the seal from getting damaged during installation. Do not remove the protective sleeve
from the seal; if removed, the installation tool (EN48108) will not work.
A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released.
This seal incorporates features that improve high mileage durability. Replace the crankshaft rear
main oil seal with the new design rear main oil seal, P/N 12592195, using the following service
procedures.
Tools Required
TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR
THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3225
EN-48108 Rear Main Oil Seal Installation Tool
This tool has a unique design to allow the technician to easily install the rear main seal squarely to
the correct depth and direction. Before proceeding with installation, review the above illustration to
become familiar with the components shown in the illustration.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3226
EN-48672 rear Main Oil Seal Remover Tool
This tool has a unique design to allow the technician to easily remove the rear main seal without
nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal,
review the above illustration to become familiar with the following components:
Removal Plate
Threaded Adjustment Pins and Jam Nuts
Force Screw
# 2 Self Drill Screws 38 mm (1.5 in) long 8 needed
Extreme Pressure Lubricant
Removal Procedure
Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service
Manual.
Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate
Service Manual.
Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of
the crankshaft flange and secure the plate with adjustment pins and jam nuts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3227
Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the
plate.
Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J
23444-A, provided in the tool kit.
Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1)
into the removal plate to remove the seal from the crankshaft.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3228
Once the seal is removed from the crankshaft, remove and save all eight screws and discard the
old seal.
Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the
crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or
sharp edges with crocus cloth or equivalent before proceeding.
Installation Procedure
Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The
EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply
or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal.
Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above
illustration.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3229
Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that
the mandrel is snug to the crankshaft hub. Refer to the above illustration.
Different types (styles) of rear main seals were used in production in different model years, engines
and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing
may have a different appearance or shape than the one removed. Regardless of what type of seal
was removed and what side was facing outside the engine, the new seal must be installed as
described. Upon close inspection of the outer lip on the new seal, the words this side out" will be
seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this
may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is
mounted on in the package was designed so that the seal can only be installed in the proper
direction when using the installation tool described in the following steps.
Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The
seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an
error proof, seal will fit only one way onto the mandrel. Refer to the above illustration.
Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft,
apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3230
Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive
nut onto the threaded shaft. Refer to the above illustration.
Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the
engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block.
Refer to the above illustration.
Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon
sleeve.
Verify that the seal has seated properly.
Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove
the mandrel from the crankshaft hub. Refer to the above illustration.
Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service
Manual.
Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service
Manual.
Inspect for proper fluid levels.
Inspect for leaks.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Customer Interest for Crankshaft Main Bearing Seal:
> 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3231
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal
Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Leaks from Crankshaft
Rear Main Seal
Bulletin No.: 05-06-01-019F
Date: October 02, 2007
TECHNICAL
Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main
Oil Seal Using Revised Rear Main Seal Installer and Remover Tools)
Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn)
with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W,
X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2
or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG)
Supercede:
This bulletin is being revised to add an Important statement on proper seal installation. Please
discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System).
This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine
VINs and RPOs may have carried over to other new model year engines and may no longer be a
60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following
information is correct before using this bulletin:
Year of vehicle (e.g. N = 1992)
V6 Engine Liter size (e.g. 3.4L)
VIN CODE (e.g. X)
RPO (e.g. LQ1)
If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found
under the models listed above, then this bulletin applies to that engine. If one or more of the
vehicle's information can NOT be found under the models listed above, then this bulletin does NOT
apply.
This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1).
Condition
Some customers may comment on external oil leakage.
Correction
Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is
operating correctly. The new seal described below comes with a protective nylon sleeve already
installed in the seal. This sleeve assures that the seal is installed in the correct direction and also
protects the seal from getting damaged during installation. Do not remove the protective sleeve
from the seal; if removed, the installation tool (EN48108) will not work.
A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released.
This seal incorporates features that improve high mileage durability. Replace the crankshaft rear
main oil seal with the new design rear main oil seal, P/N 12592195, using the following service
procedures.
Tools Required
TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR
THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3237
EN-48108 Rear Main Oil Seal Installation Tool
This tool has a unique design to allow the technician to easily install the rear main seal squarely to
the correct depth and direction. Before proceeding with installation, review the above illustration to
become familiar with the components shown in the illustration.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3238
EN-48672 rear Main Oil Seal Remover Tool
This tool has a unique design to allow the technician to easily remove the rear main seal without
nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal,
review the above illustration to become familiar with the following components:
Removal Plate
Threaded Adjustment Pins and Jam Nuts
Force Screw
# 2 Self Drill Screws 38 mm (1.5 in) long 8 needed
Extreme Pressure Lubricant
Removal Procedure
Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service
Manual.
Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate
Service Manual.
Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of
the crankshaft flange and secure the plate with adjustment pins and jam nuts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3239
Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the
plate.
Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J
23444-A, provided in the tool kit.
Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1)
into the removal plate to remove the seal from the crankshaft.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3240
Once the seal is removed from the crankshaft, remove and save all eight screws and discard the
old seal.
Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the
crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or
sharp edges with crocus cloth or equivalent before proceeding.
Installation Procedure
Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The
EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply
or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal.
Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above
illustration.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3241
Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that
the mandrel is snug to the crankshaft hub. Refer to the above illustration.
Different types (styles) of rear main seals were used in production in different model years, engines
and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing
may have a different appearance or shape than the one removed. Regardless of what type of seal
was removed and what side was facing outside the engine, the new seal must be installed as
described. Upon close inspection of the outer lip on the new seal, the words this side out" will be
seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this
may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is
mounted on in the package was designed so that the seal can only be installed in the proper
direction when using the installation tool described in the following steps.
Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The
seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an
error proof, seal will fit only one way onto the mandrel. Refer to the above illustration.
Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft,
apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3242
Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive
nut onto the threaded shaft. Refer to the above illustration.
Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the
engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block.
Refer to the above illustration.
Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon
sleeve.
Verify that the seal has seated properly.
Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove
the mandrel from the crankshaft hub. Refer to the above illustration.
Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service
Manual.
Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service
Manual.
Inspect for proper fluid levels.
Inspect for leaks.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Crankshaft Main
Bearing Seal: > 05-06-01-019F > Oct > 07 > Engine - Oil Leaks from Crankshaft Rear Main Seal > Page 3243
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Crankshaft Main
Bearing Seal > Component Information > Technical Service Bulletins > Page 3244
Crankshaft Main Bearing Seal: Service and Repair
Removal Procedure
1. Remove the transaxle. Refer to Transmission Replacement in Transmission and Drivetrain. 2.
Remove the engine flywheel. Refer to Engine Flywheel Replacement.
Important: Do not nick the crankshaft sealing surface when removing the seal.
3. Remove the crankshaft rear oil seal.
3.1. Insert a flat-bladed tool or similar tool through the dust lip at an angle. 3.2. Pry the crankshaft
rear oil seal out by moving the handle of the tool towards the end of the crankshaft. 3.3. Repeat as
necessary around the crankshaft rear oil seal.
Installation Procedure
- Tools Required J 34686 Crankshaft Rear Oil Seal Installer
1. Entirely coat the new crankshaft rear oil seal with engine oil. 2. Install the crankshaft rear oil seal.
Refer to Crankshaft Rear Oil Seal Installation. 3. Install the engine flywheel. Refer to Engine
Flywheel Replacement. 4. Install the transaxle. Refer to Transmission Replacement in
Transmission and Drivetrain.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023
> Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal
Front Crankshaft Seal: Customer Interest Engine - Oil Leaks From Front Crankshaft Seal
Bulletin No.: 07-06-01-023
Date: December 05, 2007
TECHNICAL
Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil
Seal Installer Tool EN-48869)
Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn)
with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine
(VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1
or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8,
LZG)
This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1).
This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine
VINs and RPOs may have carried over to other new model year engines and may no longer be a
60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the
information shown is correct before using this bulletin.
If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found
under the models listed above, then this bulletin applies to that engine. If one or more of the
vehicle's information can NOT be found under the models listed above, then this bulletin does NOT
apply.
Condition
Some customers may comment on external oil leakage.
Correction
Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly.
Tools Required
TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR
THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023
> Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3253
The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal
squarely to the correct depth and direction. Before proceeding with installation, review the
illustration to become familiar with the tool.
Removal Procedure
Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI.
Use care not to damage the engine front cover or nick the crankshaft.
Remove the crankshaft front oil seal (1) using a suitable tool.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023
> Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3254
Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to
the installer body (2).
Align the oil seal and installer body (1) with the engine front cover and crankshaft.
Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J
23444-A, provided in the tool kit, to the force screw.
Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then
install to the installer body (1) and tighten the force screw to the crankshaft by hand.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023
> Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3255
Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into
the engine front cover.
Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush
against the engine front cover.
Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and
installer body. Verify that the seal has seated properly, flush against front cover flange (1).
Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI.
Inspect for proper fluid levels.
Inspect for leaks.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > Customer Interest for Front Crankshaft Seal: > 07-06-01-023
> Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3256
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: >
07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal
Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft
Seal
Bulletin No.: 07-06-01-023
Date: December 05, 2007
TECHNICAL
Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil
Seal Installer Tool EN-48869)
Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn)
with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine
(VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1
or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8,
LZG)
This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1).
This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine
VINs and RPOs may have carried over to other new model year engines and may no longer be a
60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the
information shown is correct before using this bulletin.
If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found
under the models listed above, then this bulletin applies to that engine. If one or more of the
vehicle's information can NOT be found under the models listed above, then this bulletin does NOT
apply.
Condition
Some customers may comment on external oil leakage.
Correction
Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly.
Tools Required
TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR
THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: >
07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3262
The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal
squarely to the correct depth and direction. Before proceeding with installation, review the
illustration to become familiar with the tool.
Removal Procedure
Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI.
Use care not to damage the engine front cover or nick the crankshaft.
Remove the crankshaft front oil seal (1) using a suitable tool.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: >
07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3263
Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to
the installer body (2).
Align the oil seal and installer body (1) with the engine front cover and crankshaft.
Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J
23444-A, provided in the tool kit, to the force screw.
Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then
install to the installer body (1) and tighten the force screw to the crankshaft by hand.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: >
07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3264
Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into
the engine front cover.
Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush
against the engine front cover.
Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and
installer body. Verify that the seal has seated properly, flush against front cover flange (1).
Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI.
Inspect for proper fluid levels.
Inspect for leaks.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Front Crankshaft Seal: >
07-06-01-023 > Dec > 07 > Engine - Oil Leaks From Front Crankshaft Seal > Page 3265
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > Page 3266
Front Crankshaft Seal: Service and Repair
Removal Procedure
1. Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement. 2. Use a suitable
tool in order to pry out the crankshaft front oil seal. Refer to the instructions supplied with the
replacement part. 3. Inspect the crankshaft, the crankshaft balancer and the engine front cover for
wear and/or damage. Replace or repair the crankshaft, the crankshaft
balancer and/or engine front cover as necessary.
Installation Procedure
- Tools Required J 35468 Crankshaft Front Oil Seal Installer
1. Lubricate the crankshaft front oil seal with engine oil in order to make installation easier.
Install the crankshaft front oil seal using the J 35468. Make sure that the crankshaft front oil seal lip
faces the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Front Crankshaft
Seal > Component Information > Technical Service Bulletins > Page 3267
2. Make sure the crankshaft front oil seal is installed flush to the engine front cover (1). 3. Install the
crankshaft balancer. Refer to Crankshaft Balancer Replacement. 4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Intake Manifold
Gasket > Component Information > Technical Service Bulletins > Customer Interest for Intake Manifold Gasket: >
03-06-01-010C > Apr > 08 > Engine/Cooling System - Oil or Coolant Leaks
Intake Manifold Gasket: Customer Interest Engine/Cooling System - Oil or Coolant Leaks
TECHNICAL
Bulletin No.: 03-06-01-010C
Date: April 08, 2008
Subject: Engine Oil or Coolant Leak (Install New Lower Intake Manifold Gasket)
Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte
Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am,
Montana 2000-2003 Pontiac Grand Prix 2001-2003 Pontiac Aztek
with 3.1L or 3.4L V-6 Engine (VINs J, E - RPOs LG8, LA1)
Supercede:
This bulletin is being revised to update the Parts Information and add an Important statement.
Please discard Corporate Bulletin Number 03-06-01-010B (Section 06 - Engine).
Condition
Some owners may comment on an apparent oil or coolant leak. Additionally the comments may
range from spots on the driveway to having to add fluids.
Cause
Lower Intake manifold may be leaking allowing coolant oil or both to leak from the engine.
Correction
Install a new design lower intake manifold gasket. The material used in the gasket has been
changed in order to improve the sealing qualities of the gasket. When replacing the gasket the
lower intake manifold bolts must also be replaced and torqued in sequence to a specification.
Important:
The gasket kit part number listed below now includes the new bolts (4 long bolts and 4 short bolts)
with the pre-applied threadlocker on them. It is no longer necessary to order the bolts separately
when ordering gaskets.
Notice:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Intake Manifold
Gasket > Component Information > Technical Service Bulletins > Customer Interest for Intake Manifold Gasket: >
03-06-01-010C > Apr > 08 > Engine/Cooling System - Oil or Coolant Leaks > Page 3276
An oil leak may result if the vertical bolts are not tightened before the diagonal bolts.
Diagonal bolts may require a crows foot to tighten.
Tighten
1. Tighten the vertical lower intake manifold bolts (1) to 7 N.m (62 lb in).
2. Tighten the diagonal lower intake manifold bolts (2) to 7 N.m (62 lb in).
3. Tighten the vertical lower intake manifold bolts (1)to 13 N.m (115 lb in).
4. Tighten the diagonal lower intake manifold bolts (2) to 25 N.m (18 lb ft).
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Intake Manifold
Gasket > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Intake Manifold Gasket:
> 03-06-01-010C > Apr > 08 > Engine/Cooling System - Oil or Coolant Leaks
Intake Manifold Gasket: All Technical Service Bulletins Engine/Cooling System - Oil or Coolant
Leaks
TECHNICAL
Bulletin No.: 03-06-01-010C
Date: April 08, 2008
Subject: Engine Oil or Coolant Leak (Install New Lower Intake Manifold Gasket)
Models: 2000-2003 Buick Century 2002-2003 Buick Rendezvous 1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture 1999-2001 Chevrolet Lumina 1999-2003 Chevrolet Malibu, Monte
Carlo 2000-2003 Chevrolet Impala 1996-2003 Oldsmobile Silhouette 1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero 1996-1999 Pontiac Trans Sport 1999-2003 Pontiac Grand Am,
Montana 2000-2003 Pontiac Grand Prix 2001-2003 Pontiac Aztek
with 3.1L or 3.4L V-6 Engine (VINs J, E - RPOs LG8, LA1)
Supercede:
This bulletin is being revised to update the Parts Information and add an Important statement.
Please discard Corporate Bulletin Number 03-06-01-010B (Section 06 - Engine).
Condition
Some owners may comment on an apparent oil or coolant leak. Additionally the comments may
range from spots on the driveway to having to add fluids.
Cause
Lower Intake manifold may be leaking allowing coolant oil or both to leak from the engine.
Correction
Install a new design lower intake manifold gasket. The material used in the gasket has been
changed in order to improve the sealing qualities of the gasket. When replacing the gasket the
lower intake manifold bolts must also be replaced and torqued in sequence to a specification.
Important:
The gasket kit part number listed below now includes the new bolts (4 long bolts and 4 short bolts)
with the pre-applied threadlocker on them. It is no longer necessary to order the bolts separately
when ordering gaskets.
Notice:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Intake Manifold
Gasket > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Intake Manifold Gasket:
> 03-06-01-010C > Apr > 08 > Engine/Cooling System - Oil or Coolant Leaks > Page 3282
An oil leak may result if the vertical bolts are not tightened before the diagonal bolts.
Diagonal bolts may require a crows foot to tighten.
Tighten
1. Tighten the vertical lower intake manifold bolts (1) to 7 N.m (62 lb in).
2. Tighten the diagonal lower intake manifold bolts (2) to 7 N.m (62 lb in).
3. Tighten the vertical lower intake manifold bolts (1)to 13 N.m (115 lb in).
4. Tighten the diagonal lower intake manifold bolts (2) to 25 N.m (18 lb ft).
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Valve Guide Seal >
Component Information > Service and Repair > Valve Stem Oil Seal and Valve Spring Replacement
Valve Guide Seal: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement
Removal Procedure
- Tools Required J 22794 Spark Plug Port Adapter
- J 38606 Valve Spring Compressor
Important: Before you remove the valve locks, rotate the engine so that the piston in the cylinder you are
working on is at (TDC) top dead center. This will eliminate the possibility of the valve accidentally
failing inside the cylinder.
- Break the spark plug loose, and clean any dirt and debris from the spark plug recess area before
removing.
1. Remove the spark plug. Refer to Spark Plug Replacement in Powertrain Management. 2. Install
the J22794 into the spark plug port. Apply compressed air in order to hold the valves in place. 3.
Remove the rocker arm. Refer to Valve Rocker Arm and Push Rod Replacement. 4. Install the J
38606 on the valve spring.
5. Compress the valve spring with the J 38606.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Valve Guide Seal >
Component Information > Service and Repair > Valve Stem Oil Seal and Valve Spring Replacement > Page 3287
6. Remove the valve locks. 7. Remove the valve cap. 8. Remove the valve spring. 9. Inspect the
valve spring for damage. Replace the spring if it is damaged.
10. Remove the spring seat/valve stem oil seal.
Installation Procedure
- Tools Required J22794 Spark Plug Port Adapter
- J 38606 Valve Spring Compressor
1. Install the valve stem oil seal/spring seat.
- Use a suitable driver.
- Press over the valve guide boss.
2. Install the valve spring. 3. Install the valve cap.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Valve Guide Seal >
Component Information > Service and Repair > Valve Stem Oil Seal and Valve Spring Replacement > Page 3288
4. Compress the valve spring with the J 38606. 5. Install the valve locks. If necessary, hold the
valve locks in place with grease.
6. Release the valve spring using the J 38606. 7. Make sure that the valve locks are seated. 8.
Install the valve rocker arm. Refer to Valve Rocker Arm and Push Rod Replacement. 9. Release
the air pressure and remove the J 22794.
10. Install the spark plug. Refer to Spark Plug Replacement in Powertrain Management.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Seals and Gaskets, Engine > Valve Guide Seal >
Component Information > Service and Repair > Valve Stem Oil Seal and Valve Spring Replacement > Page 3289
Valve Guide Seal: Service and Repair Additional Information
Refer to Engine Service and Repair for additional engine repair information for this component.
See: Service and Repair
If an internal engine component does not have a separate service procedure at this location, the
manufacturer did not provide one. Please refer to "Unit Repair" under Engine/Service and Repair
for available service procedures. See: Service and Repair
"Unit Repair" typically covers service procedures, machining, cleaning, inspection, and fitting
necessary as part of engine overhaul:
- Cylinder Boring and Honing
- Connecting Rod and Bearings - Fitting
- Crankshaft and Bearings - Fitting
- Camshaft Bearings - Replacement
- Connecting Rod and Piston - Disassembly
- Cylinder Head - Disassembly
- Valve train components (Valves, Seats, Springs, Seats, Rockers, etc)
- Oil Pump - Disassembly
- Pistons and Rings - Fitting
- Thread repair information
- Valve and Seat Grinding (Valve Job) - See also "Cylinder Head Assembly" See: Cylinder Head
Assembly
- Timing Components (Chain, Belt, Gears) service - See also "Timing Components" See: Timing
Components
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level
Sensor > Component Information > Specifications
Oil Level Sensor: Specifications
Oil Level Sensor Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level
Sensor > Component Information > Specifications > Page 3294
Oil Level Sensor: Locations
Locations View
Front center of the engine oil pan.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level
Sensor For ECM > Component Information > Locations
Oil Level Sensor For ECM: Locations
Front center of the engine oil pan.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Level
Sensor For ECM > Component Information > Locations > Page 3298
Engine Oil Level Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Sender > Component Information > Specifications
Oil Pressure Sender: Specifications
Engine Oil Pressure Indicator Switch 115 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Sender > Component Information > Specifications > Page 3302
Engine Oil Pressure Indicator Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Sensor > Component Information > Locations
Oil Pressure Sensor: Locations
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Sensor > Component Information > Locations > Page 3306
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Switch (For Fuel Pump) > Component Information > Locations > Component Locations
Oil Pressure Switch (For Fuel Pump): Component Locations
Engine Oil Pressure Indicator Switch (LA1)
Front of the engine, above the starter.
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Engine Oil Pressure Indicator Switch (L36)
Near generator.
RPO L36: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Switch (For Fuel Pump) > Component Information > Locations > Component Locations > Page 3311
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Switch (For Fuel Pump) > Component Information > Locations > Component Locations > Page 3312
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Sensors and Switches - Engine > Oil Pressure
Switch (For Fuel Pump) > Component Information > Locations > Page 3313
Oil Pressure Switch (For Fuel Pump): Description and Operation
Engine Oil Pressure Switch
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure
is OK. If the PCM determines that a low oil pressure condition exists, the PCM will communicate
the information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or
initiate a message.
The low oil pressure message may not appear if other messages are being commanded, such as
the rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Camshaft Gear/Sprocket >
Component Information > Technical Service Bulletins > Camshaft Sprocket - Design Identification
Camshaft Gear/Sprocket: Technical Service Bulletins Camshaft Sprocket - Design Identification
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 00-06-01-004
Date: March, 2000
INFORMATION
Subject: Identification of Camshaft Sprocket Design for Service
Models: 2000 Buick Century 2000 Chevrolet Impala, Malibu, Monte Carlo, Venture 2000
Oldsmobile Alero, Silhouette 2000 Pontiac Grand Am, Montana With 3.1 L or 3.4 L Engine (VINs J,
E - RPOs LGB, LA1)
Some dealers may have parts identification concerns regarding the 2000 3.1 L and 3.4 L engines
(RPOs LG8, LA1) camshaft and crankshaft timing components. Dealers may have encountered
that parts ordered do not fit, or have a different appearance than those the vehicle was originally
equipped with.
The cause is revised drive sprockets, chain and dampener introduced into vehicle production,
replacing previous design components. This occurred during the model year.
Important: Previous and revised design components may not be intermixed with each other.
Attempting to use a mix of the two types of timing components will result in the inability to assemble
and time the vehicle.
Reference the following figures and associated pant numbers to clarify which replacement parts
should be ordered, depending upon which design the vehicle was equipped with. If it is necessary
to replace all components during service, it is recommended to use the revised design
components.
Parts are currently available from GMSPO.
Previous Design Sprocket Identification And Part Numbers
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Camshaft Gear/Sprocket >
Component Information > Technical Service Bulletins > Camshaft Sprocket - Design Identification > Page 3319
Revised Sprocket Design
Revised Sprocket Identification And Part Numbers
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Camshaft Gear/Sprocket >
Component Information > Technical Service Bulletins > Page 3320
Camshaft Gear/Sprocket: Specifications
Camshaft Sprocket Bolt 103 lb. ft.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Crankshaft Gear/Sprocket
> Component Information > Specifications
Crankshaft Gear/Sprocket: Specifications
Crankshaft Balancer Bolt 76 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component
Information > Diagrams
Timing Chain: Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component
Information > Diagrams > Page 3327
Timing Chain: Service and Repair
- Tools Required J 38612 Crankshaft Sprocket Installer
1. Install the crankshaft sprocket using the J 38612. 2. Apply prelube GM P/N 1052365 or the
equivalent to the crankshaft sprocket thrust surface.
3. Install the timing chain dampener.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the timing chain dampener bolts.
Tighten the timing chain dampener bolt to 21 Nm (15 ft. lbs.).
5. Align the crankshaft timing mark (2) to the timing mark on the bottom of the timing chain
dampener (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain > Component
Information > Diagrams > Page 3328
6. Hold the camshaft sprocket with the timing chain hanging down and install the timing chain to the
crankshaft gear. 7. Align the timing mark on the camshaft gear (4) with the timing mark on top of
the timing chain dampener (3).
8. Align the dowel in the camshaft with the dowel hole in the camshaft sprocket. 9. Draw the
camshaft sprocket onto the camshaft using the mounting bolt.
10. Coat the crankshaft and camshaft sprocket with engine oil.
Tighten the bolt to 140 Nm (103 ft. lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Chain Guide >
Component Information > Specifications
Timing Chain Guide: Specifications
Timing Chain Dampener Bolt ..............................................................................................................
............................................................... 15 ft. lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Cover > Component
Information > Specifications
Timing Cover: Specifications
Engine Front Cover Bolt Large 41 ft.lb
Engine Front Cover Bolt Medium 35 ft.lb
Engine Front Cover Bolt Small 15 ft.lb
Thermostat Bypass Pipe to Engine Front Cover Bolt 106 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Cover > Component
Information > Specifications > Page 3335
Timing Cover: Service and Repair
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Drain the engine coolant from the
cooling system. Refer to Draining and Filling Cooling System in Cooling System. 3. Drain the
engine oil. Refer to Engine Oil and Oil Filter Replacement. 4. Remove the coolant recovery
reservoir. Refer to Coolant Recovery Reservoir Replacement in Cooling System. 5. Remove the
crankshaft balancer. Refer to Crankshaft Balancer Replacement. 6. Remove the drive belt
tensioner. Refer to Drive Belt Tensioner Replacement. 7. Remove the power steering pump with
the lines. Reposition the power steering pump. Refer to Power Steering Pump Replacement in
Steering and
Suspension.
8. Disconnect the thermostat bypass pipe from the engine front cover. Refer to Thermostat Bypass
Pipes Replacement in Cooling System. 9. Disconnect the radiator outlet hose from the coolant
pump. Refer to Radiator Hose Replacement - Outlet in Cooling System.
10. Remove the coolant pump pulley. Refer to Water Pump Replacement in Cooling System. 11.
Remove the lower crankshaft position sensor wiring harness bracket from the engine front cover.
12. Remove the engine front cover bolts (1, 2 and 3). 13. Remove the engine front cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Cover > Component
Information > Specifications > Page 3336
14. Remove the engine front cover gasket. 15. Clean the engine front cover and engine block
gasket sealing surfaces. Refer to Engine Front Cover Clean and Inspect. 16. Inspect the engine
front cover for damage to the engine front cover, crankshaft front oil seal or the gasket sealing
surface. Refer to Engine Front
Cover Clean and Inspect.
17. If replacing the engine front cover, remove the drive belt shield.
18. If replacing the engine front cover, remove the crankshaft position sensor from the engine front
cover. Refer to Crankshaft Position (CKP) Sensor
Replacement (7X CKP Sensor) or Crankshaft Position (CKP) Sensor Replacement (24X CKP
Sensor) in Computers and Controls.
19. If replacing the engine front cover, remove the coolant pump from the engine front cover. Refer
to Water Pump Replacement in Cooling System.
Installation Procedure
1. If removed, install the coolant pump to the engine front cover. Refer to Water Pump
Replacement in Cooling System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Cover > Component
Information > Specifications > Page 3337
2. If removed, install the crankshaft position sensor to the engine front cover. Refer to Crankshaft
Position (CKP) Sensor Replacement (7X CKP
Sensor) or Crankshaft Position (CKP) Sensor Replacement (24X CKP Sensor) in Computers and
Controls.
Notice: Refer to Fastener Notice in Service Precautions.
3. If removed, install the drive belt shield. Install the drive belt shield bolt.
Tighten the drive belt shield bolt to 10 Nm (89 inch lbs.).
4. Install the engine front cover gasket.
5. Install the engine front cover. 6. Install the engine front cover bolts (1, 2 and 3). Refer to Engine
Front Cover Installation.
7. Install the lower crankshaft position sensor wiring harness bracket to the engine front cover 8.
Install the coolant pump pulley. Refer to Water Pump Replacement in Cooling System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Timing Components > Timing Cover > Component
Information > Specifications > Page 3338
9. Connect the radiator outlet hose to the coolant pump. Refer to Radiator Hose Replacement
-Outlet in Cooling System.
10. Connect the thermostat bypass pipe to the engine front cover. Refer to Thermostat Bypass
Pipes Replacement in Cooling System. 11. Install the power steering pump with the lines. Refer to
Power Steering Pump Replacement in Steering and Suspension. 12. Install the drive belt tensioner.
Refer to Drive Belt Tensioner Replacement. 13. Install the crankshaft balancer. Refer to Crankshaft
Balancer Replacement. 14. Fill the engine with new engine oil. Refer to Engine Oil and Oil Filter
Replacement. 15. Fill the cooling system with engine coolant. Refer to Draining and Filling Cooling
System in Cooling System. 16. Connect the battery ground (negative) cable. Refer to Battery
Negative Cable Disconnect/Connect Procedure in Starting and Charging. 17. Perform a CKP
system variation learn procedure. Refer to CKP System Variation Learn Procedure in Computers
and Controls.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > Technical Service Bulletins > Fuel Pressure - Correct Operating Range
Fuel Pressure: Technical Service Bulletins Fuel Pressure - Correct Operating Range
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-018
Date: May, 1999
INFORMATION
Subject: Correct Fuel Pressure Operating Range
Models: 2000 Buick Century 2000 Chevrolet Impala, Lumina, Malibu, Monte Carlo, Venture 2000
Oldsmobile Alero, Silhouette 2000 Pontiac Grand Am, Grand Prix, Montana with 3.1 L or 3.4 L V6
Engine (VINs J, E - RPOs LG8, LA1)
All 2000 model year 3.1 L and 3.4 L engines have a revised fuel pressure regulator and Multec II
fuel injectors.
The fuel system operating pressure is 358-405 kPa (52-59 psi) on these applications.
Important:
^ This regulator is NOT interchangeable with past model applications. When replacement is
necessary for the above listed applications, use only regulator P/N 17113622.
^ Installing regulators other than the above listed part number in these applications may result in a
change in engine performance and/or driveability concerns.
Refer to the Engine Controls subsection of the Service Manual for complete diagnostic and repair
information on fuel system related concerns.
Parts Information
Part Number Description
17113622 Fuel Pressure Regulator
Parts are currently available from GMSPO.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > Technical Service Bulletins > Page 3344
Fuel Pressure: Specifications Fuel Pressure
Fuel Pressure
Fuel Pressure 52-59 psi
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis
Fuel Pressure: Testing and Inspection Fuel System Diagnosis
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis > Page 3347
Diagnostic Chart (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis > Page 3348
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis > Page 3349
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis > Page 3350
Fuel Pressure: Testing and Inspection Fuel System Pressure Test
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis > Page 3351
Diagnostic Chart (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis > Page 3352
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Pressure > System Information > System Diagnosis > Fuel System Diagnosis > Page 3353
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle
Speed > System Information > Specifications
Idle Speed: Specifications
Information not supplied by the manufacturer.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Idle
Speed > System Information > Specifications > Page 3357
Idle Speed: Adjustments
The Powertrain Control Module (PCM) controls engine idle speed by adjusting the position of the
Idle Air Control (IAC) motor pintle. The IAC is a bi-directional motor driven by two coils. The PCM
pulses current to the IAC coils in steps, counts, to extend the IAC pintle into a passage in the
throttle body to decrease air flow. The PCM reverses the current pulses to retract the pintle,
increasing air flow. This method allows highly accurate control of idle speed and quick response to
changes in engine load.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air
Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air
Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air
Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air
Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 3367
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air
Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service
Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air
Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service
Bulletins for Air Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page
3373
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Air
Cleaner Housing > Air Filter Element > Component Information > Technical Service Bulletins > Page 3374
Air Filter Element: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Disconnect the
breather tube from the air intake duct. 4. Disconnect the MAF sensor electrical connector. 5.
Loosen the air intake duct/MAF sensor hose clamps. 6. Carefully remove the air inlet hose from the
throttle body and air cleaner cover. 7. Remove the 2 housing cover retaining clamps. 8, Remove
the air cleaner cover (5) and carefully remove the air filter element (6). 9. Inspect the housing cover
(5), seal assembly, and air ducting (2) for damage.
INSTALLATION PROCEDURE
1. Carefully install the air filter element (6) into the air cleaner assembly (1). 2. Install the housing
cover (5) and install the housing cover retaining screws (2). 3. Carefully install the air inlet hose to
the throttle body and air cleaner cover. 4. Tighten the air inlet hose clamp. 5. Install the air intake
duct/MAF sensor assembly. 6. Tighten the air intake duct/MAF sensor hose clamps. 7. Connect the
breather tube to the air intake duct. 8, Connect the MAF sensor electrical connector. 9. Connect the
IAT sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Fuel
Filter > Fuel Pressure Release > System Information > Service and Repair
Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
Tools Required ^
J34730-1A Fuel Pressure Gauge
^ J34730-262 Fuel Pressure Gauge Fitting
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery terminal.
IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt.
2. Install the J 34730-262 fuel pressure gauge fitting adaptor to the fuel pressure connection. 3.
Connect fuel pressure gauge J 34730-1A to the fuel gauge pressure fitting. Wrap a shop towel
around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system
pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel
pressure gauge into an approved container.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Ignition Cable > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Ignition Cable > Component Information > Locations > Page 3382
Ignition Cable: Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Ignition Cable > Component Information > Locations > Page 3383
Ignition Cable: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition switch to the OFF position. 2. Note the position of the spark plug wire retaining
clips. Remove the spark plug wire retaining clips from the engine.
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
3. Note the position of the spark plug wire(s). Remove the spark plug wires (2,4,6) from the front
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
4. Note the position of the spark plug wire(s). Remove the spark plug wires (1,3,5) from the rear
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
5. Remove the spark plug wire retaining clips from the rear of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Ignition Cable > Component Information > Locations > Page 3384
6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the
engine. 8. If replacing the spark plug wires, transfer any of the following:
^ Boot heat shields
^ Spark plug wire conduit
^ Spark plug wire retaining clips
INSTALLATION PROCEDURE
1. Position the spark plug wire(s) to the engine. 2. Install the spark plug wires to the ignition coils in
the proper position.
3. Install the spark plug wires (1,3,5) to the rear spark plugs. 4. Install the spark plug wire retaining
clips from the rear of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Ignition Cable > Component Information > Locations > Page 3385
5. Install the spark plug wire (2,4,6) to the front spark plugs.
6. Install the spark plug wire retaining clips to the front of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Specifications
Spark Plug Usage
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Spark Plug Service Precautions
Spark Plug: Service Precautions Spark Plug Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
NOTE: Observe the following service precautions:
^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from
a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in
engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the
cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug.
^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
NOTE:
^ It is important to check the gap of all new and reconditioned spark plugs before installation.
Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an
accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor
engine performance and may even damage the engine.
^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if
necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can
cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque
specifications carefully. Over or under-tightening can also cause severe damage to engine or spark
plug.
NOTE: Use the correct fastener in the correct location. Replacement fasteners must be the correct
part number for that application. Fasteners requiring replacement or fasteners requiring the use of
thread locking compound or sealant are identified in the service procedure. Do not use paints,
lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These
coatings affect fastener torque and joint clamping force and may damage the fastener. Use the
correct tightening sequence and specifications when installing fasteners in order to avoid damage
to parts and systems.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Spark Plug Service Precautions > Page 3391
Spark Plug: Service Precautions Platinum Tip Spark Plug Maintenance Information
Platinum Tip Spark Plug Maintenance Information for all 95-02 Models Equipped with Platinum Tip
Spark Plugs
The following information was originally sent to all General Motors dealers as a DCS message on
October 14, 1999.
Recommendation / Instructions:
It has come to our attention that some GM dealers sell a customer service to remove platinum
tipped spark plugs and clean the threads at regular intervals to prevent the seizure of the spark
plugs in the cylinder heads at high mileage.
Platinum tipped spark plugs are designed to operate under normal vehicle operating conditions for
up to 100,000 miles (160,000 kms) without periodic maintenance. When no engine performance
concerns are present, platinum tipped spark plugs should not be removed for periodic inspection
and cleaning of threads, doing so would compromise the spark plugs ability to withstand their
corrosive environment.
The threaded area, although not sealed, serves as a protective environment against most harmful
elements. Removing and cleaning spark plugs will introduce metallic debris and brush scrapings
into the thread area which may further the corrosion process. Chromate coated spark plugs should
not be wire brushed or handled in any way once they are put in service. Chromium topcoats form a
protective oxide on spark plugs that is not effective if scratched.
Both coated and uncoated spark plugs will have the best chance of surviving a corrosive
environment if they are left in position. Attempts to maintain spark plugs by removing them and
cleaning the threads can actually create the corrosive condition that the procedure was intended to
prevent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Page 3392
Spark Plug: Application and ID
Spark Plug ...........................................................................................................................................
........................................................ AC Type 41-940
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Page 3393
Spark Plug: Description and Operation
Worn, cracked or dirty plugs may give satisfactory operation at idling speed, but under operating
conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy,
loss of power and speed, hesitation, shudder, medium throttle intake manifold backfire, hard
starting and general poor engine performance.
Fouled plugs may be indicated by black carbon deposits. The black deposits are usually the result
of slow-speed driving and short runs where sufficient engine operating temperature is seldom
reached. Worn pistons, rings, faulty ignition, over-rich fuel mixture or low heat range spark plugs
may result in carbon deposits.
Excessive gap wear on plugs of low mileage, usually indicates the engine is operating at high
speeds or loads that are consistently greater than normal or that a plug which is too hot of a heat
range is being used. Electrode wear may also be the result of plug overheating, caused by
combustion gases leaking past the threads, due to insufficient torque of the spark plug. Excessively
lean fuel mixture will also result in excessive electrode wear.
Broken insulators are usually the result of improper installation or carelessness when gapping the
plug. Broken upper insulators usually result from a poor fitting wrench or an outside blow. The
cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the
crack. The crack is usually just below the crimped part of shell and may not be visible.
Broken lower insulators usually result from carelessness when gapping and generally are visible.
This type of break may result from the plug operating too Hot, which may happen in periods of
high-speed operation or under heavy loads. When gapping a spark plug, always make the gap
adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should
always be replaced.
Each spark plug boot covers the spark plug terminal and a portion of the plug insulator. These
boots prevent flash-overwhich causes engine misfiring. Do not mistake corona discharge for
flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just
above the shell crimp. It is the visible evidence of high-tension field and has no effect on ignition
performance. Usually it can be dust particles leaving a clear ring on the insulator just above the
shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown
out between shell and insulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Page 3394
Spark Plug: Testing and Inspection
Normal spark plug operation will result in brown to grayish-tan deposits appearing on the portion of
the spark plug that projects into the cylinder area. A small amount of red-brown, yellow, and white
powdery material may also be present on the insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels and lubricating oils with additives. Some
electrode wear will also occur.
Engines which are not running properly are often referred to as misfiring. Spark plug misfiring can
be indicated in a number of ways:
^ Poor fuel economy
^ Power loss
^ Loss of speed
^ Hard starting
^ Poor engine performance
Flashover occurs when a damaged spark plug boot, along with dirt and moisture, permits the high
voltage charge to short over the insulator to the spark plug shell or the engine. Should misfiring
occur before the recommended replacement interval, locate and correct the cause.
Carbon fouling of the spark plug is indicated by dry, black carbon (soot) deposits on the portion of
the spark plug in the cylinder. Excessive idling or slow speeds under light engine loads can keep
the spark plug temperatures so low that these deposits are not burned off. Rich fuel mixtures or
poor ignition system output may also be the cause.
Oil fouling of the spark plug is indicated by wet oily deposits on the portion of the spark plug in the
cylinder, usually with little electrode wear. This may be caused by oil getting past worn piston rings
or valve seals. This condition also may occur during break-in of new or newly overhauled engines.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Page 3395
Deposit fouling of the spark plug occurs when the normal red-brown, yellow or white deposits of
combustion by-products become sufficient to cause misfiring. In some cases, these deposits may
melt and form a shiny glaze on the insulator around the center electrode. If the fouling is found in
only one or two cylinders, valve stem clearances or intake valve seals may be allowing excess
lubricating oil to enter the cylinder, particularly if the deposits are heavier on the side of the spark
plug that was facing the intake valve.
Excessive gap means that the airspace between the center and side electrodes at the bottom of
the spark plug is too wide for consistent spark plug firing. This may be due to improper gap
adjustment or to excessive wear of the electrodes during use. Check of the gap size and compare
the gap measurement to that specified for the vehicle. Excessive gap wear can be an indication of
continuous operation at high speeds or with high engine loads, causing the spark plug to run too
hot.
Too small of a gap indicates the plug was damaged at the time of installation. Another possible
cause is an excessively lean fuel mixture.
Low or high spark plug installation torque or improper seating of the spark plug can result in the
spark plug running too hot and cause excessive gap wear. The spark plug and cylinder head seats
must be in good contact for proper heat transfer and spark plug cooling. Dirty or damaged threads
in the head or on the spark plug can keep the spark plug from seating even though the proper
torque is applied. Once the spark plugs are properly seated, tighten the spark plug to the proper
torque. Low torque may result in poor contact of seats due to a loose spark plug. Overtightening
may cause the spark plug shell to be stretched and also result in poor contact between seats. In
extreme cases, exhaust blow-by and damage beyond simple gap wear may occur.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Page 3396
Cracked or broken insulators may be the result of improper installation, damage during spark plug
regapping, or heat shock to the insulator material. Upper insulators can be broken when a poorly
fitting tool is used during installation or removal, or when the spark plug is hit from the outside.
Cracks in the upper insulator may be inside the shell and not visible. Also, the breakage may not
cause problems until oil or moisture penetrates the crack later.
A broken or cracked lower insulator tip (around the center electrode) can result from damage
during regapping or from heat shock (spark plug suddenly operating too hot).
Damage during regapping can happen if the gapping tool is pushed against the center electrode or
the insulator around it, causing the insulator to crack. When regapping a spark plug, make the
adjustment by only bending the side electrode. Do not contact other parts.
Heat shock breakage in the lower insulator tip generally occurs during severe engine operating
conditions (high-speeds or heavy-loading) and may be caused by over advanced timing or low
grade fuels. Heat shock refers to a rapid increase in the tip temperature that causes the insulator
material to crack.
Spark plugs with less than the recommended amount of service can sometimes be cleaned and
regapped, then returned to service. However, if there is any doubt about the serviceability of a
spark plug, replace it. Replace spark plugs with cracked or broken insulators. In some cases, such
as flashover, the ignition wire may need to be changed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Page 3397
Spark Plug: Service and Repair
SPARK PLUG REPLACEMENT
Removal Procedure
Tools Required J38491 Spark Plug Heat Shield Removal Tool
1. Turn OFF the ignition switch.
2. Remove the spark plug wires from the spark plugs.
NOTE: ^
Allow the engine to cool before removing the spark plugs. Attempting to remove the spark plugs
from a hot engine may cause the plug threads to seize, causing damage to cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so could result in
engine damage because of dirt or foreign material entering the cylinder head, or by the
contamination of the cylinder head threads. The contaminated threads may prevent the proper
seating of the new plug. Use a thread chaser to clean the threads of any contamination.
3. Remove the spark plugs from the engine.
Installation Procedure
NOTE: ^
Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
^ Check the gap of all new and reconditioned spark plugs before installation. The pre-set gaps may
have changed during handling. Use a round feeler gage to ensure an accurate check. Installing the
spark plugs with the wrong gap can cause poor engine performance and may even damage the
engine.
1. Measure the spark plug gap on the spark plugs to be installed and correct as necessary.
Spark Plug Gap: 0.060 in (1.52 mm)
NOTE: ^
Be sure that the spark plug threads smoothly into the cylinder head and the spark plug is fully
seated. Use a thread chaser, if necessary, to clean threads in the cylinder head. Cross-threading or
failing to fully seat the spark plug can cause overheating of the plug, exhaust blow-by, or thread
damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Spark Plug > Component Information > Service Precautions > Page 3398
2. Install the spark plugs to the engine.
Torque: 15 N.m (11 ft. lb.)
3. Connect the spark plug wires to the spark plugs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Compression Check > System Information > Specifications
Compression Check: Specifications
The lowest reading should not be less than 70 percent of the highest reading.
No cylinder reading should be less than 689 kPa (100 psi).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks >
Compression Check > System Information > Specifications > Page 3402
Compression Check: Testing and Inspection
A compression pressure test of the engine cylinders determines the condition of the rings, the
valves, and the head gasket.
Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse
block.
1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the
cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open
position. 6. Measure the engine compression, using the following procedure:
6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the
engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on
the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each
cylinder.
7. Record the compression readings from all of the cylinders.
- The lowest reading should not be less than 70 percent of the highest reading.
- No cylinder reading should be less than 689 kPa (100 psi).
8. The following list is examples of the possible measurements:
- When the compression measurement is normal, the compression builds up quickly and evenly to
the specified compression on each cylinder.
- When the compression is low on the first stroke and tends to build up on the following strokes, but
does not reach the normal compression, the piston rings may be the cause.
- If the compression improves considerably with the addition of three squirts of oil, the piston rings
may be the cause.
- When the compression is low on the first stroke and does not build up in the following strokes, the
valves may be the cause.
- The addition of oil does not affect the compression, the valves may be the cause.
- When the compression is low on two adjacent cylinders, or coolant is present in the crankcase,
the head gasket may be the cause.
9. Remove the block from the throttle plate.
10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain
Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Tune-up and Engine Performance Checks > Valve
Clearance > System Information > Specifications
Valve Clearance: Specifications
The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does
not require adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Water Pump > Component Information >
Specifications
Water Pump: Specifications
Water Pump Bolt 89 in.lb
Water Pump Pulley Bolt 18 ft.lb
Water Outlet Bolt 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Water Pump > Component Information >
Specifications > Page 3409
Water Pump: Service and Repair
Removal Procedure
1. Drain the cooling system. Refer to Draining and Filling Cooling System. 2. Remove the drive belt
guard. 3. Loosen the water pump pulley bolts. 4. Remove the drive belt. Refer to Drive Belt
Replacement. 5. Remove the water pump pulley bolts. 6. Remove the water pump pulley.
7. Remove the water pump bolts. 8. Remove the water pump (1). 9. Remove the water pump
gasket (2).
10. Clean the water pump mating surfaces.
Installation Procedure
1. Install the gasket (2). 2. Install the water pump (1).
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Engine > Water Pump > Component Information >
Specifications > Page 3410
3. Install the water pump bolts.
Tighten the water pump bolts to 10 Nm (89 inch lbs.).
4. Install the water pump pulley. 5. Tighten the water pump pulley bolts.
Tighten the water pump pulley bolts to 25 Nm (18 inch lbs.).
6. Install the drive belt. Refer to Drive Belt Replacement. 7. Install the drive belt guard. 8. Fill the
cooling system. Refer to Draining and Filling Cooling System. 9. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye
Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye
Bulletin No.: 05-06-02-002B
Date: January 18, 2008
INFORMATION
Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6
Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn)
1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008
Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine
2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X
*EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave
Supercede:
This bulletin is being revised to include additional model years. Please discard Corporate Bulletin
Number 05-06-02-002A (Section 06 - Engine/Propulsion System).
Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause
DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional
(green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R)
system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the
leak detection dye which alters the color of the DEX-COOL(R) coolant.
A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released
that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak
detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any
system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220)
should be used. The new leak detection dye can be used with both conventional and
DEX-COOL(R) coolant.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 3416
Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information
Bulletin No.: 00-06-02-006D
Date: August 15, 2006
INFORMATION
Subject: Engine Coolant Recycling and Warranty Information
Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior
HUMMER Vehicles 2005-2007 Saab 9-7X
Attention:
Please address this bulletin to the Warranty Claims Administrator and the Service Manager.
Supercede:
This bulletin is being revised to adjust the title and Include Warranty Information. Please discard
Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System).
Coolant Reimbursement Policy
General Motors supports the use of recycled engine coolant for warranty repairs/service, providing
a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at
the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement
is required during a warranty repair, it is crucial that only the relative amount of engine coolant
concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of
pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement
for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the
appropriate warranty parts handling allowance.
Licensed Approved DEX-COOL(R) Providers
Important:
USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE
FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM
ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE
COOLING SYSTEM WARRANTY UNDER JEOPARDY.
Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products
that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not
been tested or approved by General Motors. Non-approved coolants may degrade the
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 3417
coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant.
Coolant Removal Services/Recycling
The tables include all coolant recycling processes currently approved by GM. Also included is a
primary phone number and demographic information. Used DEX-COOL(R) can be combined with
used conventional coolant (green) for recycling. Depending on the recycling service and/or
equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or
DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this
bulletin may be used during the vehicle(s) warranty period.
DEX-COOL(R) Recycling
The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste
engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000
km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled
DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages.
This is currently a limited program being monitored by GM Service Operations which will be
expanded as demand increases.
Conventional (Green) Recycling
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 3418
Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or
conventional) to a conventional (green) coolant. Recycling conventional coolant can be
accomplished at your facility by a technician using approved EQUIPMENT (listed by model number
in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your
facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of
these two categories. Should you decide to recycle the coolant yourself, strict adherence to the
operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective
(GM approved) recycling equipment manufacturer.
Sealing Tablets
Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item
after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs
have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over
the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a
small leak in the cooling system. When a condition appears in which seal tabs may be
recommended, a specific bulletin will be released describing their proper usage.
Water Quality
The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water.
DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service
interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor
quality water. If you suspect the water in your area of being poor quality, it is recommended you
use distilled or de-ionized water with DEX-COOL(R).
"Pink" DEX-COOL(R)
DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the
mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color
shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5
yr/150,000 mile (240,000 km) service interval.
Back Service
Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Technical Service Bulletins > Cooling System - DEX-COOL(R) Coolant Leak Detection Dye > Page 3419
Contamination
Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5
yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated
condition. If contamination occurs, the cooling system must be flushed twice immediately and
re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced
properties and extended service interval of DEX-COOL(R).
After 5 years/150,000 miles (240,000 km)
After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant
exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems
with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same,
and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km)
Equipment (Coolant Exchangers)
The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant
exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be
used to perform coolant replacement without spillage, and facilitate easy waste collection. They
can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling
system components. It is recommended that you use a coolant exchanger with a vacuum feature
facilitates removing trapped air from the cooling system. This is a substantial time savings over
repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows
venting of a hot system to relieve system pressure. Approved coolant exchangers are available
through the GMDE (General Motors Dealer Equipment) program.
For refilling a cooling system that has been partially or fully drained for repairs other than coolant
replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of
trapped air from the cooling system during refill.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Capacity Specifications
Coolant: Capacity Specifications
Coolant Capacity 11.3 qt (US)
Note: Recheck fluid level after filling system.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Capacity Specifications > Page 3422
Coolant: Fluid Type Specifications
Type Goodwrench(R) or Havoline(R) Silicate-Free DEX-COOL(R)
Coolant/Water Mixture 50/50 %
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Page 3423
Coolant: Service and Repair
Ethylene glycol/water fill ratios have been established to ensure a minimum of 50 percent ethylene
glycol. Ensure that all the engine block drains and air bleeds are utilized. The cooling system
capacity for the 3.41L is 10.4 liters (10.9 quarts). The cooling system capacity for the 3.81L is 9.6
liters (10.1 quarts). The quantities listed in the filling procedure include the additional quantity to
displace the air remaining in the cooling system after a static refill. Unless the cooling system is
completely drained, residual coolant reduces the amount of coolant required to fill the system.
Always check the freeze point protection after filling a cooling system. Using the correct fill ratio
and the following procedures will ensure a minimum concentration of 50 percent ethylene glycol.
Every five years or 240,000 km, (150,000 miles), whichever occurs first, the cooling system should
be drained and filled using the following procedure.
Caution: As long as there is pressure in the cooling system, the temperature can be considerably
higher than the boiling temperature of the solution in the radiator without causing the solution to
boil. Removal of the pressure cap while the engine is hot and pressure is high will cause the
solution to boil instantaneously -possibly with explosive force - spewing the solution over the
engine, fenders and the person removing the cap.
Notice: When adding coolant, it is important that you use GM Goodwrench DEX-COOL(R) or
HAVOLINE(R) DEX-COOL(R) coolant. If Coolant other than DEX-COOL(R) or HAVOLINE(R)
DEX-COOL(R) is added to the system the engine coolant will require change sooner-at 50 000 km
(30,000 mi) or 24 months.
Draining Procedure
Important: This procedure significantly increases the amount of used coolant and diluted hazardous
waste.
1. Park the vehicle on a level surface. 2. Remove and clean coolant recovery reservoir. 3. Remove
the radiator cap when the engine is cool:
3.1. Slowly rotating the cap counterclockwise to the detent. Do not press down while rotating
pressure cap. 3.2. Wait until any residual pressure (indicated by a hissing sound) is relieved. 3.3.
After all hissing stops, continue to rotate the cap counterclockwise.
Important: Store the used coolant in a used coolant holding tank. Submit the used coolant for
recycling.
4. Place a drain pan under vehicle to collect all the drained coolant.
Important: For procedures requiring the cooling system to be partially drained, opening the radiator
drain valve should provide sufficient draining and no further actions should be necessary.
5. Open the radiator drain valve located at the bottom of the radiator tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Page 3424
6. 3.4L - Open the air bleed vent (1) on the thermostat housing. The air bleed vent should be
opened two to three turns.
7. 3.4L - Open the air bleed vent (1) on the thermostat bypass pipe. The air bleed vent should be
opened two to three turns.
8. 3.8L - Open the air bleed vent (1) on the thermostat housing. The air bleed vent should be
opened two to three turns.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Page 3425
9. 3.4L - Remove the engine block coolant drain plug from the engine left side.
10. 3.4L - Remove the engine block coolant drain plug from the engine right side.
11. 3.8L - Remove both block drains (knock sensors).
Important: Dispose of used coolant in a proper fashion. Never pour used coolant down the drain.
Ethylene glycol antifreeze is a very toxic chemical; disposing of it into the sewer system or ground
water is both illegal and ecologically unsound!
12. Allow the coolant to drain completely.
Filling Procedure
Notice: DO NOT use cooling system seal tabs (or similar compounds) unless otherwise instructed.
The use of cooling system seal tabs (or similar compounds) may restrict coolant flow through the
passages of the cooling system or the engine components. Restricted coolant flow may cause
engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Page 3426
overheating and/or damage to the cooling system or the engine components/assembly.
1. Close the radiator drain valve.
2. 3.8L - Install both block drains (knock sensors).
3. 3.4L - Install the engine block coolant drain plug to the engine right side.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Page 3427
4. 3.4L - Install the engine block coolant drain plug to the engine left side. 5. Remove the coolant
recovery reservoir and empty. Flush the reservoir with clean water. Install the coolant recovery
reservoir. Refer to Coolant
Recovery Reservoir Replacement.
Important: When filling the cooling system, add GM approved Ethylene Glycol Coolant DEX-COOL GM P/N
12346290.
- If the cooling system is being refilled ONLY (no flush), a 50 percent ethylene glycol and 50
percent clean drinkable water mixture should be used to fill the system. Fill the system until the
level of the 50/50 mixture has reached the base of the radiator neck. Wait two minutes. Check the
level of the coolant mixture. Add a 50/50 ethylene glycol/water mixture as necessary to restore the
coolant mixture level to the base of the radiator neck.
6. Slowly fill the cooling system through the radiator neck using the following procedure:
6.1. If the coolant system has been flushed first add 100 percent ethylene glycol:
- 3.4L - 5.2 L (5.45 qt.)
- 3.8L - 4.8 L (5.05 qt.)
6.2. Slowly add clean drinkable water to the system until the level of the coolant mixture has
reached the base of the radiator neck. 6.3. Wait for two minutes. Check the level of the coolant
mixture. Add clean drinkable water if necessary to restore the coolant mixture level to
the base of the radiator neck.
7. Install the radiator cap making certain the arrows line up with the overflow tube.
8. 3.8L - Close the air bleed valve (1) on the thermostat housing.
Important: DO NOT over-torque the air bleed valve. The air bleed valve is made out of brass.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant > Component Information >
Specifications > Page 3428
9. 3.4L - Close the air bleed valve (1) on the thermostat bypass pipe.
10. 3.4L - Close the air bleed valve (1) on the thermostat housing. 11. Fill the coolant recovery
reservoir to the COLD mark with of a 50/50 mixture of ethylene glycol and clean drinkable water.
Notice: The Low Coolant warning/indicator lamp may come on after this procedure. If after
operating the vehicle so that the engine heats up and cools down three times, the Low Coolant
warning/indicator lamp does not go out, or fails to come on at the ignition check, and the coolant is
above the full cold mark in the reservoir, refer to Low Coolant Warning/indicator Lamp in Instrument
Panel, Gauges and Warning Indicators. If at any time the Temperature warning/indicator lamp
comes on, immediate action is required. Turn OFF the engine and allow the vehicle to cool. Do not
remove the coolant recovery reservoir cap at this time.
12. Inspect the freeze protection of the engine coolant after the engine heats up and cools down
three times using a refractometer or a
thermohydrometer to ensure proper freeze -37° C (-34° F) protection. Obtain the coolant mixture
for the inspection from the base of the radiator neck, NOT from the coolant recovery reservoir.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Drain Plug, Cylinder Block >
Component Information > Specifications
Coolant Drain Plug: Specifications
Coolant Drain Plug 14 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Drain Plug, Cylinder Block >
Component Information > Specifications > Page 3432
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Filler Neck > Component
Information > Technical Service Bulletins > Customer Interest for Coolant Filler Neck: > 00-06-02-001 > Jan > 00 > Engine Running Hot And/Or Loss of Coolant
Coolant Filler Neck: Customer Interest Engine - Running Hot And/Or Loss of Coolant
Bulletin No.: 00-06-02-001
File In Section: 06 Engine/Propulsion System
Date: January, 2000
Subject: Engine Running Hot, Overheating and/or Loss of Coolant (Polish Radiator Filler Neck and
Replace Radiator Cap)
Models: 1999-2000 Passenger Cars and Trucks with Composite Radiator End Tank
Condition
Some customers may comment on one or more of the following conditions:
^ Engine running hot
^ Engine overheating, and/or
^ Loss of coolant/low coolant message
Cause
The radiator filler neck may have an imperfection in the sealing surface.
Correction
Important:
DO NOT REPLACE THE RADIATOR.
Using a piece of 400 grit wet/dry sandpaper backed with a flat piece of wood, polish the filler neck
sealing surface using a circular motion.
Replace the radiator pressure cap with a cap of the same part number as shown in the GM Service
Parts Catalog.
Warranty Information
For vehicles repaired under warranty, use:
Labor Labor
Operation Description Time
J3020 Cap, Radiator Filler - Replace 0.2 hr
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Filler Neck > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant Filler Neck: > 00-06-02-001 > Jan >
00 > Engine - Running Hot And/Or Loss of Coolant
Coolant Filler Neck: All Technical Service Bulletins Engine - Running Hot And/Or Loss of Coolant
Bulletin No.: 00-06-02-001
File In Section: 06 Engine/Propulsion System
Date: January, 2000
Subject: Engine Running Hot, Overheating and/or Loss of Coolant (Polish Radiator Filler Neck and
Replace Radiator Cap)
Models: 1999-2000 Passenger Cars and Trucks with Composite Radiator End Tank
Condition
Some customers may comment on one or more of the following conditions:
^ Engine running hot
^ Engine overheating, and/or
^ Loss of coolant/low coolant message
Cause
The radiator filler neck may have an imperfection in the sealing surface.
Correction
Important:
DO NOT REPLACE THE RADIATOR.
Using a piece of 400 grit wet/dry sandpaper backed with a flat piece of wood, polish the filler neck
sealing surface using a circular motion.
Replace the radiator pressure cap with a cap of the same part number as shown in the GM Service
Parts Catalog.
Warranty Information
For vehicles repaired under warranty, use:
Labor Labor
Operation Description Time
J3020 Cap, Radiator Filler - Replace 0.2 hr
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component
Information > Technical Service Bulletins > Customer Interest for Coolant Level Sensor: > 04-06-02-007 > Aug > 04 >
Instruments - Low Coolant Indicator Always ON
Coolant Level Sensor: Customer Interest Instruments - Low Coolant Indicator Always ON
Bulletin No.: 04-06-02-007
Date: August 11, 2004
TECHNICAL
Subject: Low Engine Coolant Level Indicator Always On (Diagnose Low Coolant Level System
Operation/Check Sensor for Oil Contamination)
Models: 2000-2002 Buick Century, Regal 2000-2001 Chevrolet Lumina 2000-2002 Chevrolet
Impala, Monte Carlo 2000-2002 Pontiac Grand Prix 2000-2002 Oldsmobile Intrigue
Condition
Some customers may comment that the low engine coolant level indicator is always illuminated.
Cause
The cause of this condition may be due to engine oil contaminating the coolant. Possible sources
of oil contamination are internal engine leaks, improper service procedures, or the addition of some
types of anti-leak additives to the cooling system. Once in the coolant, the oil leaves deposits on
the level sensor creating an insulating film. This film results in a false activation of the coolant level
indicator.
Correction
Diagnose low coolant level system operation and check the sensor for oil contamination using the
procedure listed below.
Important:
No coolant supplements should be used in GM cooling systems, other than what is approved and
recommended by GM. The use of "aftermarket" over-the-counter sealing and cooling supplements
may affect the operation of the low coolant level sensor. Discoloration of the coolant recovery bottle
is normal and does not necessarily indicate that coolant contamination is present. Flush cooling
system only when instructed by this bulletin.
1. Verify that the coolant is at proper level in the radiator and the coolant recovery bottle. If the
coolant is low, add proper amount of 50/50 water and DEX-COOL(R) mixture. If the low coolant
light operates properly, diagnose the cooling system for loss of coolant as outlined in SI. DO NOT
proceed further with this bulletin.
2. Remove the low coolant level sensor. Refer to Coolant Level Module Replacement in the Engine
Cooling sub-section.
3. With the key on, the engine off and the coolant level sensor disconnected from the vehicle wiring
harness, observe the low coolant light:
^ Light is on - Chassis wiring or instrument cluster concern. Follow the appropriate diagnostic
information in SI.
^ Light is out - Proceed to Step 4.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component
Information > Technical Service Bulletins > Customer Interest for Coolant Level Sensor: > 04-06-02-007 > Aug > 04 >
Instruments - Low Coolant Indicator Always ON > Page 3454
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component
Information > Technical Service Bulletins > Customer Interest for Coolant Level Sensor: > 04-06-02-007 > Aug > 04 >
Instruments - Low Coolant Indicator Always ON > Page 3455
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant Level Sensor: > 04-06-02-007 > Aug
> 04 > Instruments - Low Coolant Indicator Always ON
Coolant Level Sensor: All Technical Service Bulletins Instruments - Low Coolant Indicator Always
ON
Bulletin No.: 04-06-02-007
Date: August 11, 2004
TECHNICAL
Subject: Low Engine Coolant Level Indicator Always On (Diagnose Low Coolant Level System
Operation/Check Sensor for Oil Contamination)
Models: 2000-2002 Buick Century, Regal 2000-2001 Chevrolet Lumina 2000-2002 Chevrolet
Impala, Monte Carlo 2000-2002 Pontiac Grand Prix 2000-2002 Oldsmobile Intrigue
Condition
Some customers may comment that the low engine coolant level indicator is always illuminated.
Cause
The cause of this condition may be due to engine oil contaminating the coolant. Possible sources
of oil contamination are internal engine leaks, improper service procedures, or the addition of some
types of anti-leak additives to the cooling system. Once in the coolant, the oil leaves deposits on
the level sensor creating an insulating film. This film results in a false activation of the coolant level
indicator.
Correction
Diagnose low coolant level system operation and check the sensor for oil contamination using the
procedure listed below.
Important:
No coolant supplements should be used in GM cooling systems, other than what is approved and
recommended by GM. The use of "aftermarket" over-the-counter sealing and cooling supplements
may affect the operation of the low coolant level sensor. Discoloration of the coolant recovery bottle
is normal and does not necessarily indicate that coolant contamination is present. Flush cooling
system only when instructed by this bulletin.
1. Verify that the coolant is at proper level in the radiator and the coolant recovery bottle. If the
coolant is low, add proper amount of 50/50 water and DEX-COOL(R) mixture. If the low coolant
light operates properly, diagnose the cooling system for loss of coolant as outlined in SI. DO NOT
proceed further with this bulletin.
2. Remove the low coolant level sensor. Refer to Coolant Level Module Replacement in the Engine
Cooling sub-section.
3. With the key on, the engine off and the coolant level sensor disconnected from the vehicle wiring
harness, observe the low coolant light:
^ Light is on - Chassis wiring or instrument cluster concern. Follow the appropriate diagnostic
information in SI.
^ Light is out - Proceed to Step 4.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant Level Sensor: > 04-06-02-007 > Aug
> 04 > Instruments - Low Coolant Indicator Always ON > Page 3461
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Level Sensor > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant Level Sensor: > 04-06-02-007 > Aug
> 04 > Instruments - Low Coolant Indicator Always ON > Page 3462
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Line/Hose > Component
Information > Service and Repair > Throttle Body Heater Hose Replacement - Inlet
Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Inlet
Removal Procedure
1. Carefully disconnect the throttle body air inlet duct. 2. Drain the cooling system. Refer to
Draining and Filling Cooling System. 3. Disconnect the throttle body inlet hose clamp and the hose
(3) from the coolant pipe. 4. Disconnect the throttle body inlet hose (3) from the throttle body. 5.
Remove the throttle body inlet hose (3).
Installation Procedure
1. Install the throttle body inlet hose (3). 2. Connect the throttle body inlet hose and the clamp (3) to
the throttle body. 3. Connect the throttle body inlet hose and the clamp (3) to the coolant pipe. 4.
Install the throttle body air inlet duct. 5. Fill the cooling system. Refer to Draining and Filling Cooling
System. 6. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Line/Hose > Component
Information > Service and Repair > Throttle Body Heater Hose Replacement - Inlet > Page 3467
Coolant Line/Hose: Service and Repair Throttle Body Heater Hose Replacement - Outlet
Removal Procedure
1. Carefully disconnect the throttle body air inlet duct. 2. Drain the cooling system. Refer to
Draining and Filling Cooling System. 3. Disconnect the throttle body outlet hose clamp and the
hose (4) from the coolant pipe. 4. Disconnect the throttle body outlet hose clamp and the hose (4)
from the throttle body. 5. Remove the throttle body outlet hose (4).
Installation Procedure
1. Install the throttle body outlet hose (4). 2. Connect the throttle body outlet hose and the clamp (4)
to the throttle body. 3. Connect the throttle body outlet hose and the clamp (4) to the coolant pipe.
4. Install the throttle body air inlet duct. 5. Fill the cooling system. Refer to Draining and Filling
Cooling System. 6. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Reservoir > Component
Information > Specifications
Coolant Reservoir: Specifications
Coolant Recovery Reservoir Mounting Nut
......................................................................................................................................................... 29
inch lbs.
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Coolant Reservoir > Component
Information > Specifications > Page 3471
Coolant Reservoir: Service and Repair
Removal Procedure
1. Remove the reservoir hose clamp and the hose (1) from the radiator overflow neck fitting. 2.
Remove the coolant recovery reservoir nuts (2) from the shock tower studs. 3. Remove the coolant
recovery reservoir (3) from the lower retainer and the shock tower studs. 4. Drain the coolant
recovery reservoir. Refer to Draining and Filling Cooling System.
Installation Procedure
1. Install the coolant recovery reservoir (3) onto the lower retainer and the shock tower studs.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the coolant recovery reservoir nuts (2) to the shock tower studs.
Tighten the coolant recovery reservoir nuts to 3.3 Nm (29 inch lbs.).
3. Lubricate the reservoir hose with clean water. Route the hose to the radiator overflow neck
fitting. 4. Install the reservoir hose and clamp (1), with the clamp tabs at the 11 0' CLOCK position,
to the radiator overflow fitting on the radiator filler
neck. The hose end must be flush against the radiator filler neck. Seat the clamp squarely between
the radiator filler neck and the flared end of the fitting.
5. Add coolant to the coolant recovery reservoir. Refer to Draining and Filling Cooling System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Locations > Engine Cooling Fan, LH
Radiator Cooling Fan Motor: Locations Engine Cooling Fan, LH
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Locations > Engine Cooling Fan, LH > Page 3477
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Locations > Engine Cooling Fan, LH > Page 3478
Radiator Cooling Fan Motor: Locations Engine Cooling Fan, RH
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Locations > Engine Cooling Fan, LH > Page 3479
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions
Radiator Cooling Fan Motor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3482
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3483
Electrical Symbols (Part 2 Of 4)
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3484
Electrical Symbols (Part 3 Of 4)
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3485
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3486
Radiator Cooling Fan Motor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3487
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3488
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3489
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cooling Fan > Radiator Cooling
Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3490
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Fan Motor > Component Information > Diagrams > Diagram Information and Instructions > Page 3491
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Cooling Fan Schematics
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Fan Motor Relay > Component Information > Locations
Radiator Cooling Fan Motor Relay: Locations
The Coolant Fan Relays are located in the bottom underhood accessory junction block.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions
Radiator Cooling Fan Motor Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3518
Radiator Cooling Fan Motor Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3528
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3529
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3530
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3531
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3532
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3533
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3535
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3537
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3538
Equivalents - Decimal And Metric (Part 1 Of 2)
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3539
Equivalents - Decimal And Metric (Part 2 Of 2)
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Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page 3540
Cooling Fan Schematics
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine Compartment Fan > Component
Information > Service and Repair
Engine Compartment Fan: Service and Repair
Removal Procedure
Caution: An electric fan under the hood can start up even when the engine is not running and can injure you.
Keep hands, clothing and tools away from any underhood electric fan.
- To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or
housing should always be replaced.
Important: If abnormal noise or vibration is felt from the engine compartment, inspect and clean any
foreign material from the cooling fan blades.
1. Turn the ignition off. 2. Remove the cooling fans with the cooling fan shroud. Refer to Fan
Shroud Replacement. 3. Firmly grasp the cooling fan. Turn the drive plate nut in order to disengage
the fan retainers. 4. Remove the cooling fan.
Installation Procedure
1. Install the cooling fan. 2. Firmly grasp the cooling fan. Turn the drive plate nut in order to engage
the fan retainers. 3. Install the cooling fans with the cooling fan shroud. Refer to Fan Shroud
Replacement.
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications
Coolant Temperature Sensor/Switch (For Computer): Specifications
Engine Coolant Temperature (ECT) Sensor 23 Nm
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Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Specifications > Page
3548
Coolant Temperature Sensor/Switch (For Computer): Locations
LH side, top of the engine.
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Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions
Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Information and Instructions > Page 3551
Electrical Symbols (Part 1 Of 4)
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Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3552
Electrical Symbols (Part 2 Of 4)
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Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3553
Electrical Symbols (Part 3 Of 4)
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Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3554
Electrical Symbols (Part 4 Of 4)
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Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3555
Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Information and Instructions > Page 3556
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3557
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Information and Instructions > Page 3558
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Information and Instructions > Page 3559
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Information and Instructions > Page 3560
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Information and Instructions > Page 3563
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3565
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3566
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3567
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3568
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3569
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3570
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3571
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3572
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3573
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3574
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3575
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3576
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3577
Engine Coolant Temperature (ECT) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram
Information and Instructions > Page 3578
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 3579
Coolant Temperature Sensor/Switch (For Computer): Description and Operation
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130° C/266° F).
The PCM supplies a 5.0 volt signal to the engine coolant temperature sensor through a resistor in
the PCM and measures the voltage. The voltage will be high when the engine is cold, and low
when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant
temperature. Engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the
temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the
engine has not been run for several hours (overnight), the engine coolant temperature and intake
air temperature displays should be close to each other.
A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, an intermittent fault should set a DTC P1114 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent Low Voltage, or DTC P1115 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent High Voltage. The DTC Diagnostic Aids also
contains a chart to test for sensor resistance values relative to temperature.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 3580
The ECT sensor (3) also contains another circuit which is used to operate the engine coolant
temperature gauge located in the instrument panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Engine - Coolant Temperature
Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component Information > Diagrams > Page 3581
Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Relieve coolant pressure. 3. Disconnect the ECT sensor electrical
connector. 4. Using a deep well socket and extension, remove the sensor.
INSTALLATION PROCEDURE
1. Coat the engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the sensor in the engine.
Tighten Tighten the sensor to 23 N.m (17 lb ft).
3. Connect the ECT sensor electrical connector. 4. Start the engine. 5. Inspect for leaks. 6. Inspect
the coolant level.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Fan Shroud > Component Information >
Specifications
Fan Shroud: Specifications
Cooling Fan Shroud Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Fan Shroud > Component Information >
Specifications > Page 3585
Fan Shroud: Service and Repair
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure. 2. Partially drain the cooling system. Refer to Draining and Filling
Cooling System.
Important: To prevent shearing of the rubber bushings, loosen the bolts on the engine struts before
swinging the struts.
3. Remove the engine strut brace bolts from the upper tie bar and rotate the struts and the braces
rearward. Refer to Engine Mount Strut Bracket
Replacement (Right Lower) or Engine Mount Strut Bracket Replacement (Right Upper) or Engine
Mount Strut Bracket Replacement (Left) or Engine Mount Strut Bracket Replacement (Upper
Radiator Support).
4. Remove the front fender upper diagonal brace. Refer to Brace Replacement - Front Fender
Upper Diagonal (Impala) or Brace Replacement -Front
Fender Upper Diagonal (Monte Carlo) in Body and Frame.
5. Carefully disconnect the throttle body air inlet and adjust the air cleaner assembly for access. 6.
Disconnect the radiator inlet hose from the radiator. 7. Disengage the cooling fan shroud retainers.
8. Remove the cooling fan shroud bolts. 9. Disconnect the transmission oil cooler lines from the
retainers at the bottom of the cooling fan shroud.
10. Disengage the cooling fan shroud clip from the top of the radiator. 11. Reposition the cooling
fan shroud for access. 12. Disconnect the cooling fan shroud electrical connector. 13. Remove the
cooling fan shroud.
Installation Procedure
1. Connect the cooling fan shroud electrical connector. 2. Install the cooling fan shroud. 3. Install
the cooling fan shroud clip to the top of the radiator. Apply pressure in order to completely engage
the clip onto the radiator. 4. Connect the transmission oil cooler lines to the retainers at the bottom
of the cooling fan shroud.
Notice: Refer to Fastener Notice in Service Precautions.
5. Install the cooling fan shroud bolts.
Tighten the cooling fan shroud bolts to 10 Nm (89 inch lbs.).
6. Install the cooling fan shroud retainers.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Fan Shroud > Component Information >
Specifications > Page 3586
7. Connect the radiator inlet hose to the radiator. 8. Install the air cleaner assembly and carefully
connect the throttle body air inlet duct. 9. Install the front fender upper diagonal brace. Refer to
Brace Replacement - Front Fender Upper Diagonal (impala) or Brace Replacement -Front
Fender Upper Diagonal (Monte Carlo) in Body and Frame.
10. Rotate the struts and the braces forward to the proper position. Install the engine strut brace
bolts to the upper tie bar. Refer to Engine Mount Strut
Bracket Replacement (Right Lower) or Engine Mount Strut Bracket Replacement (Right Upper) or
Engine Mount Strut Bracket Replacement (Left) or Engine Mount Strut Bracket Replacement
(Upper Radiator Support).
11. Fill the cooling system. Refer to Draining and Filling Cooling System. 12. Connect the battery
ground (negative) cable. Refer to Battery Negative Cable Disconnect/Connect Procedure. 13.
Inspect for proper operation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators
Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators
INFORMATION
Bulletin No.: 05-06-02-001A
Date: July 16, 2008
Subject: Information On Aluminum Heater Core and/or Radiator Replacement
Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005
HUMMER H2
Supercede:
This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin
Number 05-06-02-001 (Section 06 - Engine/Propulsion System).
Important:
2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the
flushing procedure explained later in this bulletin.
The following information should be utilized when servicing aluminum heater core and/or radiators
on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient
inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check
should be performed whenever a heater core, radiator, or water pump is replaced. The following
procedures/ inspections should be done to verify proper coolant effectiveness.
Caution:
To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot.
The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge
tank cap is removed while the engine and radiator are still hot.
Important:
If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water
to the system, then the system should be completely flushed using the procedure explained later in
this bulletin.
Technician Diagnosis
^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion
protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the
measurement of coolant concentration. This must be done by using a Refractometer J 23688
(Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer
uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or
the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the
coolant concentration fully and should not be used. The concentration levels should be between
50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees
Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be
flushed.
^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information
(SI) and/or the appropriate Service Manual for component location and condition for operation.
^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed
before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test
lead to the negative battery post and insert the other test lead into the radiator coolant, making sure
the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that
stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that
occurs when a device or accessory that is mounted to the radiator is energized. This type of current
could be caused from a poorly grounded cooling fan or some other accessory and can be verified
by watching the volt meter and turning on and off various accessories or engage the starter motor.
Before using one of the following flush procedures, the coolant recovery reservoir must be
removed, drained, cleaned and reinstalled before refilling the system.
Notice:
^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or
radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles
(50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your
warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle.
^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The
repair cost would not be covered by your warranty. Too much water in the mixture can freeze and
crack the engine, radiator, heater core and other parts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 3591
Flushing Procedures using DEX-COOL(R)
Important:
The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in
Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a
service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior
to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the
Owner's Manual.
^ If available, use the approved cooling system flush and fill machine (available through the GM
Dealer Equipment Program) following the manufacturer's operating instructions.
^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of
properly following the draining procedures in the appropriate Service Manual. Refill the system
using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the
vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear.
Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with
DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M,
following the refill procedures in the appropriate Service Manual.
If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R),
P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear,
drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached
the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add
clean water to restore the coolant to the appropriate level.
Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688
(Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration
levels should be between 50% and 65%.
Flushing Procedures using Conventional Silicated (Green Colored) Coolant
Important:
2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R).
The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color.
Silicated coolants are typically green in color and are required to be drained, flushed and refilled
every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated
coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's
Manual or Service Information (SI) for further information on OEM coolant.
Important:
Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when
adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and
green colored coolants will produce a brown coolant which may be a customer dissatisfier and will
not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by
GM Service and Parts Operations are green in color.
^ If available, use the approved cooling system flush and fill machine (available through the GM
Dealer Equipment Program) following the manufacturer's operating instructions.
^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of
properly following the draining procedures in appropriate Service Manual. Refill the system using
clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3)
times to totally remove old coolant or until drained coolant is almost clear. Once the system is
completely flushed, refill the cooling system to a 50%-60% concentration with a good quality
ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L),
conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M,
following the refill procedures in the appropriate Service Manual.
If a Service Manual is not available, fill half the capacity of the system with 100% good quality
ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N
88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water
(preferably distilled) to system until the level of the coolant mixture has reached the base of the
radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to
restore coolant to the appropriate level.
Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688
(Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels
should be between 50% and 65%.
Parts Information
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Cooling System, A/C - Aluminum Heater Cores/Radiators > Page 3592
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3593
Heater Core: Specifications
Heater Core Line Clamp Screw 1.5 Nm
Heater Core Mounting Clip Screw 1.5 Nm
Heater Core Cover Screws 1.5 Nm
Heater Core Outlet Cover Screws 1.5 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3594
Heater Core: Description and Operation
The heater core is the main component of the heater system. The heater core is located inside of
the heater and evaporator module. Engine coolant is pumped into the heater core from the engine
whenever the engine is operating. The heater core fins transfers the heat from the engine coolant
to the air passing over the heater core. The heater core has specific inlet and outlet tubes. The
placement of the heater hoses should be noted prior to servicing the heater core or the heater
hoses.
The temperature control is linked to the temperature valve by a flexible control cable. When you
rotate temperature control counterclockwise to the full COLD position, the temperature valve is held
snugly against the air entrance to the heater core. The following actions occur:
^ All of the airflow from the evaporator bypasses the heater core.
^ No heat transfer occurs.
When you turn the temperature control away from the full COLD position, the temperature valve
begins to direct air to the heater core. This action allows air to flow through the heater core. The
farther the temperature control is rotated clockwise, the more the temperature valve directs air
through the heater core. The air discharge is warmer when most of the airflow is heated in this
manner. The air discharge is warmer because the heated and unheated air flows join and mix
together thoroughly beyond the heater core.
When you rotate the temperature lever clockwise to the full HOT position, the temperature valve
blocks off the passage that allows air to bypass the heater core. This action causes passage of the
airflow through the heater core.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3595
Heater Core: Service and Repair
HEATER CORE REPLACEMENT
REMOVAL PROCEDURE
1. Remove the air cleaner and duct assembly. 2. Remove the fuel injector sight shield if equipped
with 3.8L. 3. Drain the coolant. Refer to Draining and Filling Cooling System in Engine Cooling. 4.
Disconnect the heater hoses at the heater core. 5. Remove the LH and RH instrument panel
insulators. 6. Remove the lower the floor console, if equipped. 7. Remove the bolts and position the
HVAC wiring harness bracket aside.
IMPORTANT: Position the heater outlet cover downward and rearward in order to disconnect the
cover from the rear area floor duct assembly.
8. Remove the heater outlet cover screws. 9. Remove the heater outlet cover.
10. Remove the heater core cover screws. 11. Remove the heater core cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3596
12. Remove and discard the seals (1,2,3) from the heater core cover.
13. Remove and discard the heater core outer seal (5) from the heater core.
14. Remove the heater core pipe retainer clamp screw (2). 15. Remove the heater core line clamp
screw (1). 16. Remove the heater core retaining clamp.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3597
17. Remove the heater core from the HVAC lower case.
18. Remove the heater core tube support bracket (clamp). 19. Remove and discard the heater core
lower seal (4) from the HVAC case.
20. Remove and discard the heater core center seal (3) from the HVAC case.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3598
21. Remove and discard the heater core upper seal (2) from the HVAC lower case.
22. Remove and discard the heater core side seals (1) from the HVAC lower case.
INSTALLATION PROCEDURE
1. Install the heater core side seals (1) to the HVAC lower case.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3599
2. Install the heater core upper seal (2) to the HVAC lower case.
3. Install the heater core center seal (3) to the HVAC case.
4. Install the heater core lower seal (4) to the HVAC case.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3600
5. Install the heater core tube support bracket (clamp). 6. Install the heater core from the HVAC
lower case.
NOTE: Refer to Fastener Notice in Service Precautions.
7. Install the heater core line clamp screw (2).
Tighten Tighten the heater core line clamp screw to 1.5 N.m (13 lb in).
8. Install the heater core mounting clip with a screw (1).
Tighten Tighten the heater core mounting clip screw to 1.5 N.m (13 lb in)
9. Install heater core outer seal (5) to the heater core.
10. Install new seals (1,2,3) to the heater core cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Core > Component Information >
Technical Service Bulletins > Page 3601
11. Install the heater core cover. 12. Install the heater core cover screws.
Tighten Tighten the heater core cover screws to 1.5 N.m (13 lb in).
13. Install the heater core outlet cover. 14. Install the heater core outlet cover screws.
Tighten Tighten the heater core outlet cover screws to 1.5 N.m (13 lb in).
15. Install the HVAC wiring harness bracket. Install the HVAC wiring harness bracket bolts.
Tighten Tighten the HVAC wiring harness bracket bolts to 10 N.m (89 lb in).
16. Install the lower the floor console, if equipped. 17. Install the LH and RH instrument panel
insulators. 18. Connect the heater hoses at the heater core. 19. Refill the coolant. Refer to Draining
and Filling Cooling System in Engine Cooling. 20. Install the fuel injector sight shield if equipped
with 3.8L. 21. Install the air cleaner and duct assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information >
Specifications
Heater Hose: Specifications
Heater Inlet Pipe Nut 7 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information >
Service and Repair > Handling of Refrigerant Lines and Fittings
Heater Hose: Service and Repair Handling of Refrigerant Lines and Fittings
^ Ensure that the metal lines do not exhibit the following conditions. This will prevent the loss of
system capacity due to line restriction: Dents
- kinks
^ Do not bend the flexible hose line to a radius of less that 4 times the diameter of the hose.
^ Do not allow the flexible hose line to come within a distance of 63.5 mm (2 1/2 in) of the exhaust
manifold.
^ Inspect the flexible hose lines regularly. Replace the flexible hose line with new hose if one of the
following conditions exist: Leaks
- Brittleness
- Deterioration
^ Before disconnecting any fitting in the refrigeration system, discharge all of the Refrigerant-134a.
^ Once you open a refrigerant line to the atmosphere, cap or tape the line immediately. This will
prevent any of the following items from entering the line: Moisture
- Dirt
^ Use the proper wrenches when you make connections on the O-ring fittings. Back-up the
opposing fitting with a wrench in order to prevent distortion of the following areas: The connecting lines
- The components
^ Tighten all of the tubing connections to the specified torque.
^ Too much or too little torque may result in the following conditions: Loose joints
- Deformed joint parts
- Refrigerant leakage
- An inoperative A/C system
^ Ensure that the O-rings and the seats are in perfect condition. A burr or a piece of dirt may cause
a refrigerant leak.
^ Install new O-rings that you have lubricated with the mineral base 525 viscosity refrigerant oil. Do
not use Polyalkylene Glycol (PAG) synthetic oil. Do not wipe the threads with a cloth.
^ Keep PAG synthetic refrigerant oil off fitting threads. Long term contact of PAG synthetic oil on
threads may cause future disassembly difficulties. Flush threads of fitting with mineral base 525
viscosity refrigerant oil. Do not use PAG synthetic oil. Do not wipe threads with a cloth.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information >
Service and Repair > Handling of Refrigerant Lines and Fittings > Page 3607
Heater Hose: Service and Repair Heater Hoses Replacement
REMOVAL PROCEDURE
Tools Required J 38185 Hose Clamp Pliers
1. Drain the cooling system. Refer to Draining and Filling Cooling System in Engine Cooling. 2. Use
J 38185 in order to position aside the heater hose inlet and/or outlet clamp. 3. Disconnect the
heater inlet hose and/or the outlet hose from the inlet and/or outlet pipe.
4. Use J 38185 in order to position aside the heater core inlet and/or outlet hose clamp. 5.
Disconnect the heater inlet hose and/or the outlet hose from the heater core. 6. Remove the heater
inlet hose and/or the outlet hose.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information >
Service and Repair > Handling of Refrigerant Lines and Fittings > Page 3608
1. Install the heater inlet hose and/or outlet hose. 2. Connect the heater inlet hose and/or the outlet
hose to the heater core.
IMPORTANT: Position heater core hose clamps in the indicated location.
3. Use J 38185 in order to secure the heater core hose inlet and/or outlet clamp.
4. Connect the heater inlet hose and/or the outlet hose to the inlet and/or outlet pipe. 5. Use J
38185 in order to secure the heater hose inlet and/or outlet clamp. 6. Refill the cooling system.
Refer to Draining and Filling Cooling System in Engine Cooling.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information >
Service and Repair > Handling of Refrigerant Lines and Fittings > Page 3609
Heater Hose: Service and Repair Heater Pipe Replacement - Inlet
TOOLS REQUIRED
J 38185 Hose Clamp Pliers
1. Drain the cooling system. Refer to Draining and Filling Cooling System in Engine Cooling. 2.
Remove the air cleaner and duct assembly. 3. Disconnect the inlet hose (3) from the inlet pipe. 4.
Use J 38185 in order to position aside the heater hose inlet clamp.
5. Remove the inlet pipe mounting nut. 6. Remove the inlet pipe.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Heater Hose > Component Information >
Service and Repair > Handling of Refrigerant Lines and Fittings > Page 3610
1. Install the inlet pipe.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the inlet pipe mounting nut.
Tighten Tighten the heater inlet pipe nut to 7 N.m (62 lb in).
3. Connect the inlet hose (3) to the inlet pipe. 4. Use J 38185 in order to position the heater hose
inlet clamp. 5. Install the air cleaner and duct assembly. 6. Refill the cooling system. Refer to
Draining and Filling Cooling System in Engine Cooling.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator > Radiator Drain Plug >
Component Information > Service and Repair
Radiator Drain Plug: Service and Repair
Removal Procedure
1. Drain the cooling system. Refer to Draining and Filling Cooling System. 2. Remove the radiator
drain plug and seal. The seal usually comes out attached to the plug. 3. Remove the body of the
drain plug. Use your fingers or needlenose pliers to disengage the locking tangs from the side tank.
4. Clean the drain and the drain plug.
Installation Procedure
1. Install the seal on the drain plug stem. 2. Install the drain plug. Make sure that the body is fully
seated in the side tank and that the locking tangs are engaged. 3. Fill the cooling system. Refer to
Draining and Filling Cooling System. 4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cap > Component Information >
Technical Service Bulletins > Customer Interest for Radiator Cap: > 00-06-02-001 > Jan > 00 > Engine - Running Hot
And/Or Loss of Coolant
Radiator Cap: Customer Interest Engine - Running Hot And/Or Loss of Coolant
Bulletin No.: 00-06-02-001
File In Section: 06 Engine/Propulsion System
Date: January, 2000
Subject: Engine Running Hot, Overheating and/or Loss of Coolant (Polish Radiator Filler Neck and
Replace Radiator Cap)
Models: 1999-2000 Passenger Cars and Trucks with Composite Radiator End Tank
Condition
Some customers may comment on one or more of the following conditions:
^ Engine running hot
^ Engine overheating, and/or
^ Loss of coolant/low coolant message
Cause
The radiator filler neck may have an imperfection in the sealing surface.
Correction
Important:
DO NOT REPLACE THE RADIATOR.
Using a piece of 400 grit wet/dry sandpaper backed with a flat piece of wood, polish the filler neck
sealing surface using a circular motion.
Replace the radiator pressure cap with a cap of the same part number as shown in the GM Service
Parts Catalog.
Warranty Information
For vehicles repaired under warranty, use:
Labor Labor
Operation Description Time
J3020 Cap, Radiator Filler - Replace 0.2 hr
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Cap > Component Information >
Technical Service Bulletins > All Technical Service Bulletins for Radiator Cap: > 00-06-02-001 > Jan > 00 > Engine Running Hot And/Or Loss of Coolant
Radiator Cap: All Technical Service Bulletins Engine - Running Hot And/Or Loss of Coolant
Bulletin No.: 00-06-02-001
File In Section: 06 Engine/Propulsion System
Date: January, 2000
Subject: Engine Running Hot, Overheating and/or Loss of Coolant (Polish Radiator Filler Neck and
Replace Radiator Cap)
Models: 1999-2000 Passenger Cars and Trucks with Composite Radiator End Tank
Condition
Some customers may comment on one or more of the following conditions:
^ Engine running hot
^ Engine overheating, and/or
^ Loss of coolant/low coolant message
Cause
The radiator filler neck may have an imperfection in the sealing surface.
Correction
Important:
DO NOT REPLACE THE RADIATOR.
Using a piece of 400 grit wet/dry sandpaper backed with a flat piece of wood, polish the filler neck
sealing surface using a circular motion.
Replace the radiator pressure cap with a cap of the same part number as shown in the GM Service
Parts Catalog.
Warranty Information
For vehicles repaired under warranty, use:
Labor Labor
Operation Description Time
J3020 Cap, Radiator Filler - Replace 0.2 hr
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Hose > Component Information
> Service and Repair > Radiator Hose Replacement - Inlet
Radiator Hose: Service and Repair Radiator Hose Replacement - Inlet
Removal Procedure
- Tools Required J 38185 Hose Clamp Pliers
1. Partially drain the cooling system. Refer to Draining and Filling Cooling System. 2. Remove the
left diagonal brace. Refer to Brace Replacement - Front Fender Upper Diagonal (impala) or Brace
Replacement - Front Fender Upper
Diagonal (Monte Carlo) in Body and Frame.
3. Use the J 38185 in order to reposition the hose clamp at the thermostat housing. Disconnect the
inlet hose (1) from the thermostat housing
4. Use the J 38185 in order to reposition the hose clamp at the radiator. 5. Disconnect the inlet
hose from the radiator. Remove the inlet hose.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Hose > Component Information
> Service and Repair > Radiator Hose Replacement - Inlet > Page 3632
1. Align the marks on the hose. Install the inlet hose to the radiator. 2. Use the J 38185 in order to
reposition and install the hose clamp at the radiator.
3. Connect the inlet hose (1) to the thermostat housing. 4. Use the J 38185 in order to reposition
and install the inlet hose at the thermostat housing. 5. Install the left diagonal brace. Refer to Brace
Replacement - Front Fender Upper Diagonal (Impala) or Brace Replacement - Front Fender Upper
Diagonal (Monte Carlo) in Body and Frame.
6. Fill the cooling system. Refer to Draining and Filling Cooling System. 7. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Hose > Component Information
> Service and Repair > Radiator Hose Replacement - Inlet > Page 3633
Radiator Hose: Service and Repair Radiator Hose Replacement - Outlet
Removal Procedure
- Tools Required J 38185 Hose Clamp Pliers
1. Drain the cooling system. Refer to Draining and Filling Cooling System. 2. Use the J 38185 in
order to reposition the hose clamp at water pump housing. 3. Disconnect the outlet hose (2) from
the water pump housing.
4. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 5. Remove the radiator lower air
deflector. Refer to Radiator Air Baffle Assemblies and Deflectors (Upper) or Radiator Air Baffle
Assemblies and
Deflectors (Side) or Radiator Air Baffle Assemblies and Deflectors (Lower).
6. Use the J 38185 in order to reposition the hose clamp at radiator. 7. Disconnect the outlet hose
from the radiator. Remove the outlet hose.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Radiator Hose > Component Information
> Service and Repair > Radiator Hose Replacement - Inlet > Page 3634
1. Align the marks on the hose. Install the outlet hose to the radiator. 2. Use the J 38185 in order to
reposition and install the hose clamp at the radiator. 3. Install the radiator lower air deflector. Refer
to Radiator Air Baffle Assemblies and Deflectors (Upper) or Radiator Air Baffle Assemblies and
Deflectors (Side) or Radiator Air Baffle Assemblies and Deflectors (Lower).
4. Lower the vehicle.
5. Connect the outlet hose to the water pump housing (2). 6. Use the J 38185 in order to reposition
and install the hose clamp at the water pump housing. 7. Fill the cooling system. Refer to Draining
and Filling Cooling System. 8. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions
Coolant Level Indicator Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3641
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3642
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3643
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3644
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3645
Coolant Level Indicator Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3646
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3665
Equivalents - Decimal And Metric (Part 1 Of 2)
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Coolant Level Indicator Module > Component Information > Diagrams > Diagram Information and Instructions > Page 3666
Equivalents - Decimal And Metric (Part 2 Of 2)
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Coolant Level Indicator Module: Service and Repair
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Partially drain the radiator. Refer to
Draining and Filling Cooling System. 3. Disconnect the low coolant module electrical connector. 4.
In order to unlock the low coolant module, lift one leg of the snap clip from its locked position and
pull outward with a slight twisting motion.
Remove the low coolant module.
Installation Procedure
1. Lubricate the O-ring seal with coolant. 2. Position the snap clip leg in place. 3. Install the low
coolant module. 4. Connect the low coolant module electrical connector. 5. Fill the radiator. Refer
to Draining and Filling Cooling System. 6. Connect the battery ground (negative) cable. Refer to
Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging. 7. Inspect for
leaks.
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Relays and Modules - Cooling System >
Radiator Cooling Fan Motor Relay > Component Information > Locations
Radiator Cooling Fan Motor Relay: Locations
The Coolant Fan Relays are located in the bottom underhood accessory junction block.
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Radiator Cooling Fan Motor Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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3673
Electrical Symbols (Part 1 Of 4)
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3674
Electrical Symbols (Part 2 Of 4)
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Radiator Cooling Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page
3675
Electrical Symbols (Part 3 Of 4)
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3676
Electrical Symbols (Part 4 Of 4)
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3677
Radiator Cooling Fan Motor Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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3689
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3690
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Radiator Cooling Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page
3691
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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3692
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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3693
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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3694
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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3695
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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3696
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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3697
Equivalents - Decimal And Metric (Part 1 Of 2)
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3698
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Radiator Cooling Fan Motor Relay > Component Information > Diagrams > Diagram Information and Instructions > Page
3699
Cooling Fan Schematics
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Coolant Level Sensor > Component Information > Technical Service Bulletins > Customer Interest for Coolant Level
Sensor: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON
Coolant Level Sensor: Customer Interest Instruments - Low Coolant Indicator Always ON
Bulletin No.: 04-06-02-007
Date: August 11, 2004
TECHNICAL
Subject: Low Engine Coolant Level Indicator Always On (Diagnose Low Coolant Level System
Operation/Check Sensor for Oil Contamination)
Models: 2000-2002 Buick Century, Regal 2000-2001 Chevrolet Lumina 2000-2002 Chevrolet
Impala, Monte Carlo 2000-2002 Pontiac Grand Prix 2000-2002 Oldsmobile Intrigue
Condition
Some customers may comment that the low engine coolant level indicator is always illuminated.
Cause
The cause of this condition may be due to engine oil contaminating the coolant. Possible sources
of oil contamination are internal engine leaks, improper service procedures, or the addition of some
types of anti-leak additives to the cooling system. Once in the coolant, the oil leaves deposits on
the level sensor creating an insulating film. This film results in a false activation of the coolant level
indicator.
Correction
Diagnose low coolant level system operation and check the sensor for oil contamination using the
procedure listed below.
Important:
No coolant supplements should be used in GM cooling systems, other than what is approved and
recommended by GM. The use of "aftermarket" over-the-counter sealing and cooling supplements
may affect the operation of the low coolant level sensor. Discoloration of the coolant recovery bottle
is normal and does not necessarily indicate that coolant contamination is present. Flush cooling
system only when instructed by this bulletin.
1. Verify that the coolant is at proper level in the radiator and the coolant recovery bottle. If the
coolant is low, add proper amount of 50/50 water and DEX-COOL(R) mixture. If the low coolant
light operates properly, diagnose the cooling system for loss of coolant as outlined in SI. DO NOT
proceed further with this bulletin.
2. Remove the low coolant level sensor. Refer to Coolant Level Module Replacement in the Engine
Cooling sub-section.
3. With the key on, the engine off and the coolant level sensor disconnected from the vehicle wiring
harness, observe the low coolant light:
^ Light is on - Chassis wiring or instrument cluster concern. Follow the appropriate diagnostic
information in SI.
^ Light is out - Proceed to Step 4.
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> Coolant Level Sensor > Component Information > Technical Service Bulletins > Customer Interest for Coolant Level
Sensor: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON > Page 3709
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Coolant Level Sensor > Component Information > Technical Service Bulletins > Customer Interest for Coolant Level
Sensor: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON > Page 3710
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Coolant Level Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant
Level Sensor: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON
Coolant Level Sensor: All Technical Service Bulletins Instruments - Low Coolant Indicator Always
ON
Bulletin No.: 04-06-02-007
Date: August 11, 2004
TECHNICAL
Subject: Low Engine Coolant Level Indicator Always On (Diagnose Low Coolant Level System
Operation/Check Sensor for Oil Contamination)
Models: 2000-2002 Buick Century, Regal 2000-2001 Chevrolet Lumina 2000-2002 Chevrolet
Impala, Monte Carlo 2000-2002 Pontiac Grand Prix 2000-2002 Oldsmobile Intrigue
Condition
Some customers may comment that the low engine coolant level indicator is always illuminated.
Cause
The cause of this condition may be due to engine oil contaminating the coolant. Possible sources
of oil contamination are internal engine leaks, improper service procedures, or the addition of some
types of anti-leak additives to the cooling system. Once in the coolant, the oil leaves deposits on
the level sensor creating an insulating film. This film results in a false activation of the coolant level
indicator.
Correction
Diagnose low coolant level system operation and check the sensor for oil contamination using the
procedure listed below.
Important:
No coolant supplements should be used in GM cooling systems, other than what is approved and
recommended by GM. The use of "aftermarket" over-the-counter sealing and cooling supplements
may affect the operation of the low coolant level sensor. Discoloration of the coolant recovery bottle
is normal and does not necessarily indicate that coolant contamination is present. Flush cooling
system only when instructed by this bulletin.
1. Verify that the coolant is at proper level in the radiator and the coolant recovery bottle. If the
coolant is low, add proper amount of 50/50 water and DEX-COOL(R) mixture. If the low coolant
light operates properly, diagnose the cooling system for loss of coolant as outlined in SI. DO NOT
proceed further with this bulletin.
2. Remove the low coolant level sensor. Refer to Coolant Level Module Replacement in the Engine
Cooling sub-section.
3. With the key on, the engine off and the coolant level sensor disconnected from the vehicle wiring
harness, observe the low coolant light:
^ Light is on - Chassis wiring or instrument cluster concern. Follow the appropriate diagnostic
information in SI.
^ Light is out - Proceed to Step 4.
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> Coolant Level Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant
Level Sensor: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON > Page 3716
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Coolant Level Sensor > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Coolant
Level Sensor: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON > Page 3717
For vehicles repaired under warranty, use the table.
Disclaimer
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Specifications
Coolant Temperature Sensor/Switch (For Computer): Specifications
Engine Coolant Temperature (ECT) Sensor 23 Nm
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Specifications > Page 3722
Coolant Temperature Sensor/Switch (For Computer): Locations
LH side, top of the engine.
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions
Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3725
Electrical Symbols (Part 1 Of 4)
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3726
Electrical Symbols (Part 2 Of 4)
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3727
Electrical Symbols (Part 3 Of 4)
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3728
Electrical Symbols (Part 4 Of 4)
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3729
Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3730
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3731
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3732
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3733
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3734
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 3735
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Information > Diagrams > Diagram Information and Instructions > Page 3736
Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3737
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3738
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3739
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3740
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3741
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3742
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3743
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3744
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3745
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3746
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3747
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3748
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3749
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3750
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3751
Engine Coolant Temperature (ECT) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Diagram Information and Instructions > Page 3752
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Page 3753
Coolant Temperature Sensor/Switch (For Computer): Description and Operation
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130° C/266° F).
The PCM supplies a 5.0 volt signal to the engine coolant temperature sensor through a resistor in
the PCM and measures the voltage. The voltage will be high when the engine is cold, and low
when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant
temperature. Engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the
temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the
engine has not been run for several hours (overnight), the engine coolant temperature and intake
air temperature displays should be close to each other.
A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, an intermittent fault should set a DTC P1114 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent Low Voltage, or DTC P1115 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent High Voltage. The DTC Diagnostic Aids also
contains a chart to test for sensor resistance values relative to temperature.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Page 3754
The ECT sensor (3) also contains another circuit which is used to operate the engine coolant
temperature gauge located in the instrument panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Sensors and Switches - Cooling System
> Engine - Coolant Temperature Sensor/Switch > Coolant Temperature Sensor/Switch (For Computer) > Component
Information > Diagrams > Page 3755
Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Relieve coolant pressure. 3. Disconnect the ECT sensor electrical
connector. 4. Using a deep well socket and extension, remove the sensor.
INSTALLATION PROCEDURE
1. Coat the engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the sensor in the engine.
Tighten Tighten the sensor to 23 N.m (17 lb ft).
3. Connect the ECT sensor electrical connector. 4. Start the engine. 5. Inspect for leaks. 6. Inspect
the coolant level.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Specifications > Mechanical Specifications
Thermostat: Mechanical Specifications
Thermostat Bypass Pipe Bolt ..............................................................................................................
............................................................ 98 inch lbs. Thermostat Bypass Pipe Nut ...............................
............................................................................................................................................... 18 ft.
lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Specifications > Mechanical Specifications > Page 3760
Thermostat: Pressure, Vacuum and Temperature Specifications
Thermostat Temperature Range Starts To Open 87 Degrees C
188 Degrees F
Fully Open 97 Degrees C
206 Degrees F
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Service and Repair > Thermostat Bypass Pipes Replacement
Thermostat: Service and Repair Thermostat Bypass Pipes Replacement
Removal Procedure
- Tools Required J 38185 Hose Clamp Pliers
1. Drain the cooling system. Refer to Draining and Filling Cooling System. 2. Carefully remove the
throttle body air inlet duct. 3. Remove the LH engine mount strut. Refer to Engine Mount Strut
Replacement (Left) or Engine Mount Strut Replacement (Right). 4. Disconnect the left bank spark
plugs wires. Refer to Spark Plug Wire Harness Replacement in Powertrain Management. 5. Use
the J 38185 in order to reposition the radiator inlet hose clamp at the thermostat housing. 6.
Disconnect the radiator inlet hose at the thermostat housing.
7. Disconnect the heater outlet hose (2) from the thermostat bypass pipe. 8. Disconnect the throttle
body inlet (3) and outlet (4) hoses from the thermostat bypass pipe.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Service and Repair > Thermostat Bypass Pipes Replacement > Page 3763
9. Remove the thermostat bypass pipe nut.
10. Use the J 38185 in order to reposition the hose clamp at the thermostat bypass pipe. 11.
Disconnect the thermostat bypass pipe hose.
12. Remove the thermostat bypass pipe bolt. 13. Remove the thermostat bypass pipe.
Installation Procedure
1. Install the thermostat bypass pipe.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the thermostat bypass pipe bolt.
Tighten the thermostat bypass pipe bolt to 11 Nm (98 inch lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Service and Repair > Thermostat Bypass Pipes Replacement > Page 3764
3. Connect the thermostat bypass pipe hose. 4. Use the J 38185 in order to reposition and install
the hose clamp at the thermostat bypass pipe.
5. Install the thermostat bypass pipe nut.
Tighten the thermostat bypass pipe nut to 25 Nm (18 ft. lbs.).
6. Connect the heater outlet hose (2) to the thermostat bypass pipe. 7. Connect the throttle body
inlet (3) and outlet (4) hoses to the thermostat bypass pipe.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Service and Repair > Thermostat Bypass Pipes Replacement > Page 3765
8. Connect the inlet hose at the thermostat housing. 9. Use the J 38185 in order to reposition and
install the inlet hose clamp at the thermostat housing.
10. Install the left bank spark plugs wires. Refer to Spark Plug Wire Harness Replacement in
Powertrain Management. 11. Install the LH engine mount strut. Refer to Engine Mount Strut
Replacement (Left) or Engine Mount Strut Replacement (Right). 12. Carefully install the throttle
body air inlet duct. 13. Fill the cooling system. Refer to Draining and Filling Cooling System in
Cooling System. 14. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Service and Repair > Thermostat Bypass Pipes Replacement > Page 3766
Thermostat: Service and Repair Thermostat Replacement
Removal Procedure
- Tools Required J 38185 Hose Clamp Pliers
1. Carefully remove the throttle body air inlet duct. 2. Partially drain the cooling system. Refer to
Draining and Filling Cooling System. 3. Use the J 38185 in order to reposition the hose clamp at
the thermostat housing. 4. Disconnect the radiator hose from the thermostat housing. 5. Remove
the exhaust crossover pipe. Refer to Exhaust Crossover Replacement.
6. Remove the thermostat housing bolts. 7. Remove the thermostat housing and the gasket.
8. Remove the thermostat. 9. Clean the mating surfaces.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat, Engine Cooling >
Component Information > Service and Repair > Thermostat Bypass Pipes Replacement > Page 3767
Installation Procedure
1. Install the thermostat.
2. Install the thermostat housing and the gasket.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the thermostat housing bolts.
Tighten the thermostat housing bolts to 25 Nm (18 ft. lbs.).
4. Install the exhaust crossover pipe. Refer to Exhaust Crossover Replacement. 5. Connect the
radiator hose to the thermostat housing. 6. Use the J 38185 in order to reposition and install the
hose clamp at the thermostat housing. 7. Carefully install the throttle body air inlet duct. 8. Fill the
cooling system. Refer to Draining and Filling Cooling System. 9. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Thermostat Housing, Engine Cooling >
Component Information > Specifications
Thermostat Housing: Specifications
Thermostat Housing Bolt (3.4L) 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Water Pump > Component Information >
Specifications
Water Pump: Specifications
Water Pump Bolt 89 in.lb
Water Pump Pulley Bolt 18 ft.lb
Water Outlet Bolt 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Water Pump > Component Information >
Specifications > Page 3774
Water Pump: Service and Repair
Removal Procedure
1. Drain the cooling system. Refer to Draining and Filling Cooling System. 2. Remove the drive belt
guard. 3. Loosen the water pump pulley bolts. 4. Remove the drive belt. Refer to Drive Belt
Replacement. 5. Remove the water pump pulley bolts. 6. Remove the water pump pulley.
7. Remove the water pump bolts. 8. Remove the water pump (1). 9. Remove the water pump
gasket (2).
10. Clean the water pump mating surfaces.
Installation Procedure
1. Install the gasket (2). 2. Install the water pump (1).
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Cooling System > Water Pump > Component Information >
Specifications > Page 3775
3. Install the water pump bolts.
Tighten the water pump bolts to 10 Nm (89 inch lbs.).
4. Install the water pump pulley. 5. Tighten the water pump pulley bolts.
Tighten the water pump pulley bolts to 25 Nm (18 inch lbs.).
6. Install the drive belt. Refer to Drive Belt Replacement. 7. Install the drive belt guard. 8. Fill the
cooling system. Refer to Draining and Filling Cooling System. 9. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component
Information > Service and Repair
Catalytic Converter: Service and Repair
Removal Procedure
The three way catalytic converter is serviced by replacing the entire assembly. Always replace the
gasket at the front flange when servicing the three way catalytic converter. Never reinstall the
original gasket.
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen
sensor electrical connector. 3. Remove the exhaust manifold pipe stud nuts.
4. Remove the catalytic converter bolts. 5. Remove the three way catalytic converter.
6. Remove the heated oxygen sensor. Refer to Heated Oxygen Sensor (H02S) Replacement
(H02SI) or Heated Oxygen Sensor (HO2S) Replacement
(H02S2) in Computers and Controls.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component
Information > Service and Repair > Page 3780
1. Install the heated oxygen sensor. Refer to Heated Oxygen Sensor (HO25) Replacement
(H02S1) or Heated Oxygen Sensor (HO2S) Replacement
(H02S2) in Computers and Controls.
2. Install a new exhaust manifold pipe gasket.
Notice: Refer to Catalytic Converter Movement Notice in Service Precautions.
3. Install and support the three way catalytic converter. 4. Install the catalytic converter bolts.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Catalytic Converter > Component
Information > Service and Repair > Page 3781
5. Install the exhaust manifold pipe stud nuts.
- Tighten the exhaust manifold pipe stud nuts to 32 Nm (24 ft. lbs.).
- Tighten the catalytic converter bolts to 45 Nm (33 ft. lbs.).
6. Connect the heated oxygen sensor electrical connector. 7. Inspect for leaks and underbody
contact. 8. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Crossover Pipe > Component
Information > Specifications
Exhaust Crossover Pipe: Specifications
Exhaust Crossover Pipe Heat Shield Bolt 89 in.lb
Exhaust Crossover Pipe Nut/Stud 18 ft.lb
Exhaust Crossover Pipe Bolt 18 ft.lb
Exhaust Crossover Pipe Heat Shield Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Crossover Pipe > Component
Information > Specifications > Page 3785
Exhaust Crossover Pipe: Service and Repair
Removal Procedure
1. Carefully remove the throttle body air inlet duct. 2. Reposition the AIR pipe for access if
equipped. Refer to AIR Check Valve/Pipe Replacement -Bank 1 or AIR Check Valve/Pipe
Replacement
-Bank 2 in Computers and Controls.
3. Remove the thermostat by-pass tube. Refer to Thermostat Bypass Pipes Replacement in
Cooling System. 4. Remove the exhaust crossover heat shield bolts. 5. Remove the exhaust
crossover heat shield.
6. Remove the exhaust crossover pipe nuts. 7. Remove the exhaust crossover pipe.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Crossover Pipe > Component
Information > Specifications > Page 3786
1. Install the exhaust crossover pipe.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the exhaust crossover pipe nuts.
Tighten the exhaust crossover pipe nuts to 25 Nm (18 ft. lbs.).
3. Install the exhaust crossover heat shield. 4. Install the exhaust crossover heat shield bolts.
Tighten the exhaust crossover heat shield bolts to 10 Nm (89 inch lbs.).
5. Install the thermostat by-pass tube. Refer to Thermostat Bypass Pipes Replacement in Cooling
System.
6. Install the AIR pipe if equipped. Refer to AIR Check Valve/Pipe Replacement - Bank 1 or AIR
Check Valve/Pipe Replacement - Bank 2 in
Computers and Controls.
7. Carefully install the throttle body air inlet duct.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component
Information > Specifications
Exhaust Manifold: Specifications
Exhaust Manifold Nut 12 ft.lb
Exhaust Manifold Stud 13 ft.lb
Exhaust Manifold-to-Cylinder Head Nuts 12 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component
Information > Service and Repair > Exhaust Manifold Replacement - Left
Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Left
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Carefully disconnect the throttle body
air inlet duct. 3. Remove the right engine mount strut bracket. Refer to Engine Mount Strut Bracket
Replacement (Upper) or Engine Mount Strut Bracket
Replacement (Left) or Engine Mount Strut Bracket Replacement (Right).
4. Remove the AIR pipe if equipped. Refer to AIR Check Valve/Pipe Replacement - Bank 1 in
Computers and Controls. 5. Remove the thermostat bypass pipe. 6. Remove the exhaust
crossover pipe heat shield. Refer to Exhaust Crossover Replacement. 7. Remove the exhaust
crossover pipe nuts to the left exhaust manifold. Refer to Exhaust Crossover Replacement. 8.
Remove the left exhaust manifold heat shield bolts. 9. Remove the left exhaust manifold heat
shield.
10. Remove the left exhaust manifold nuts. 11. Remove the left exhaust manifold. 12. Remove the
left exhaust manifold gasket. 13. Clean the left exhaust manifold to the left cylinder head sealing
surfaces. Refer to Exhaust Manifold Clean and Inspect.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component
Information > Service and Repair > Exhaust Manifold Replacement - Left > Page 3792
1. Install the left exhaust manifold gasket. 2. Install the left exhaust manifold. Refer to Exhaust
Manifold Installation (Left Side).
3. Install the left exhaust manifold heat shield. Refer to Exhaust Manifold Installation (Left Side). 4.
Install the exhaust crossover pipe nuts to the left exhaust manifold. Refer to Exhaust Crossover
Replacement. 5. Install the exhaust crossover pipe heat shield. Refer to Exhaust Crossover
Replacement. 6. Install the AIR pipe if equipped. Refer to AIR Check Valve/Pipe Replacement Bank 2 in Computers and Controls. 7. Install the right engine mount strut bracket. Refer to Engine
Mount Strut Bracket Replacement (Upper) or Engine Mount Strut Bracket
Replacement (Left) or Engine Mount Strut Bracket Replacement (Right).
8. Carefully install the throttle body air inlet duct. 9. Connect the battery ground (negative) cable.
Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component
Information > Service and Repair > Exhaust Manifold Replacement - Left > Page 3793
Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Right
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable
Disconnect/Connect Procedure in Starting and Charging. 2. Disconnect the throttle body air inlet
duct. Refer to Air Cleaner Assembly Replacement in Computers and Controls. 3. Remove the AIR
check valve/pipe if equipped. Refer to AIR Check Valve/Pipe Replacement -Bank 2 in Computers
and Controls. 4. Remove the exhaust crossover pipe heat shield. Refer to Exhaust Crossover
Replacement. 5. Remove the exhaust crossover pipe nuts to the right exhaust manifold. Refer to
Exhaust Crossover Replacement. 6. Disconnect the oxygen sensor wiring harness connector. 7.
Raise and suitably support the vehicle. Refer to Vehicle Lifting. 8. Disconnect the three-way
catalytic converter pipe from the right exhaust manifold. Refer to Catalytic Converter Replacement
in Powertrain
Management.
9. Remove the exhaust gas recirculation (EGR) valve from the intake manifold. Refer to EGR Valve
Replacement in Computers and Controls.
10. Remove the right exhaust manifold upper heat shield bolts. 11. Remove the right exhaust
manifold upper heat shield.
12. Remove the right exhaust manifold lower heat shield bolts. 13. Remove the right exhaust
manifold lower heat shield.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component
Information > Service and Repair > Exhaust Manifold Replacement - Left > Page 3794
14. Remove the right exhaust manifold nuts. 15. Remove the right exhaust manifold. 16. Remove
the right exhaust manifold gasket. 17. Clean the right exhaust manifold to the right cylinder head
sealing surfaces. Refer to Exhaust Manifold Clean and Inspect. 18. If replacing the right exhaust
manifold remove the EGR valve pipe.
19. If replacing the right exhaust manifold remove the heated oxygen sensor (H02S). Refer to
Heated Oxygen Sensor (H02S) Replacement (HO2S1)
or Heated Oxygen Sensor (HO2S) Replacement (HO2S2) in Computers and Controls.
Installation Procedure
1. If removed, install the heated oxygen sensor (H02S). Refer to Heated Oxygen Sensor (HO2S)
Replacement (HO2S1) or Heated Oxygen Sensor
(HO2S) Replacement (HO2S2) in Computers and Controls.
2. If removed, install the exhaust gas recirculation (EGR) valve pipe.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Manifold > Component
Information > Service and Repair > Exhaust Manifold Replacement - Left > Page 3795
3. Install the right exhaust manifold gasket. Install the right exhaust manifold. Refer to Exhaust
Manifold Installation (Right Side).
4. Install the right exhaust manifold heat shields. Refer to Exhaust Manifold Installation (Right
Side). 5. Install the EGR valve to the intake manifold. Refer to EGR Valve Replacement in
Computers and Controls. 6. Install the three-way catalytic converter pipe to the right exhaust
manifold. Refer to Catalytic Converter Replacement in Powertrain Management. 7. Lower the
vehicle. 8. Connect the oxygen sensor wiring harness connector. 9. Install the exhaust crossover
pipe nuts to the right exhaust manifold. Refer to Exhaust Crossover Replacement.
10. Install the exhaust crossover pipe heat shield. Refer to Exhaust Crossover Replacement. 11.
Install the AIR check valve/pipe if equipped. Refer to AIR Check Valve/Pipe Replacement - Bank 2
in Computers and Controls. 12. Install the throttle body air inlet duct. Refer to Air Cleaner Assembly
Replacement in Computers and Controls. 13. Connect the battery ground (negative) cable. Refer to
Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information
> Specifications
Exhaust Pipe: Specifications
Exhaust Pipe Front Heat Shield Bolt 66 in.lb
Exhaust Pipe Heat Shield Bolt 17 in.lb
Exhaust Pipe Rear Hanger Bolt 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information
> Service and Repair > Exhaust Pipe Replacement - Single Exhaust
Exhaust Pipe: Service and Repair Exhaust Pipe Replacement - Single Exhaust
The exhaust pipe is a part of the exhaust muffler with exhaust pipe and tail pipe on the single
exhaust system. For the single exhaust system service, refer to Exhaust System Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information
> Service and Repair > Exhaust Pipe Replacement - Single Exhaust > Page 3801
Exhaust Pipe: Service and Repair Exhaust Pipe Replacement - Dual Exhaust
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Notice: Refer to Catalytic Converter Movement Notice in Service Precautions.
2. Suitably support the exhaust system. 3. Disconnect the insulators from the exhaust pipe.
4. Remove the catalytic converter bolts. 5. Remove the catalytic converter gasket.
Important: The cut must be made approximately 38 mm (1.5 inch) from the mufflers to ensure
adequate overlap for clamping.
6. Cut the exhaust pipe from the exhaust mufflers. 7. Remove the exhaust pipe from the vehicle.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information
> Service and Repair > Exhaust Pipe Replacement - Single Exhaust > Page 3802
1. Install the exhaust muffler inlet pipe clamps. Do not tighten the exhaust muffler inlet pipe clamp
nuts. 2. Install the exhaust pipe to the mufflers. 3. Position the exhaust pipe under the vehicle and
support the pipe. 4. Install the exhaust pipe to the insulators. 5. Align the exhaust system.
Notice: Refer to Fastener Notice in Service Precautions.
6. Tighten the exhaust muffler inlet pipe clamp nuts.
Tighten the exhaust muffler inlet pipe clamp nuts to 50 Nm (37 ft. lbs.).
7. Install a new catalytic converter gasket. 8. Install the catalytic converter bolts.
Tighten the catalytic converter bolts to 45 Nm (33 ft. lbs.).
9. Remove the support from the exhaust system.
10. Inspect for exhaust system leaks and underbody contact. 11. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe > Component Information
> Service and Repair > Exhaust Pipe Replacement - Single Exhaust > Page 3803
Exhaust Pipe: Service and Repair Tail Pipe Replacment
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Notice: Refer to Catalytic Converter Movement Notice in Service Precautions.
2. Suitably support the exhaust system. 3. Loosen the tail pipe extension clamp. 4. Remove the
exhaust tail pipe extension.
Installation Procedure
1. Install and adjust the exhaust tail pipe extension before tightening the tail pipe extension clamp.
Notice: Refer to Fastener Notice in Service Precautions.
2. Tighten the tail pipe extension clamp.
Tighten the tail pipe extension clamp to 35 Nm (26 ft. lbs.).
3. Remove the support from the exhaust system. 4. Inspect the exhaust system for leaks and
underbody contact. 5. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe/Muffler Hanger >
Component Information > Service and Repair > Muffler Hangers Replacement
Exhaust Pipe/Muffler Hanger: Service and Repair Muffler Hangers Replacement
(Impala Muffler Rear Hanger Bracket) Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the exhaust pipe rear
hanger insulators (3) from the exhaust muffler rear hanger bracket. 3. Remove the exhaust muffler
rear hanger bracket bolts (2). 4. Remove the exhaust muffler rear hanger bracket (1).
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the exhaust muffler hanger bracket (1) and bolts (2) to the bumper rail.
Tighten the exhaust muffler rear hanger bracket bolts to 25 Nm (18.4 ft. lbs.).
2. Install the exhaust pipe rear hanger insulators (3) to the exhaust muffler rear hanger bracket. 3.
Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe/Muffler Hanger >
Component Information > Service and Repair > Muffler Hangers Replacement > Page 3808
Exhaust Pipe/Muffler Hanger: Service and Repair Muffler Hangers Replacement (Exhaust Pipe
Hanger)
1. The exhaust system uses several different hangers. Insulators are used in conjunction with the
hangers to support the exhaust system. 2. The exhaust pipe hanger is welded during assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe/Muffler Hanger >
Component Information > Service and Repair > Muffler Hangers Replacement > Page 3809
Exhaust Pipe/Muffler Hanger: Service and Repair Muffler Hangers Replacement (Pipe Rear
Hanger Bracket)
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the exhaust pipe rear
hanger insulator from the exhaust pipe rear hanger bracket. 3. Remove the exhaust pipe rear
hanger screw from the rear axle assembly. 4. Remove the exhaust pipe rear hanger bracket.
Installation Procedure
1. Install the new exhaust pipe rear hanger bracket to the rear axle assembly.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the exhaust pipe rear hanger screw.
Tighten the exhaust pipe rear hanger screw to 25 Nm (18.4 ft. lbs.).
3. Install the exhaust pipe rear hanger insulator to the exhaust pipe rear hanger bracket. 4. Lower
the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe/Muffler Hanger >
Component Information > Service and Repair > Muffler Hangers Replacement > Page 3810
Exhaust Pipe/Muffler Hanger: Service and Repair Muffler Hangers Replacement(Muffler Rear
Hanger Bracket)
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the exhaust pipe rear
hanger insulators from the exhaust muffler rear hanger bracket.
3. Remove the inboard rear bumper impact bar bolt(s). 4. Loosen the lower outboard rear bumper
impact bar bolt(s) (1, 4). 5. Remove the exhaust muffler rear hanger bracket(s) (2, 3).
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Exhaust Pipe/Muffler Hanger >
Component Information > Service and Repair > Muffler Hangers Replacement > Page 3811
1. Install the exhaust muffler hanger bracket(s) to the lower outboard rear bumper impact bar
bolt(s). 2. Install the inboard rear bumper impact bar bolt(s). 3. Tighten the rear bumper impact bar
bolts.
Tighten the rear bumper impact bar bolts to 25 Nm (18.4 ft. lbs.).
4. Install the exhaust pipe rear hanger insulators to the exhaust muffler rear hanger bracket. 5.
Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Heat Shield, Exhaust > Component
Information > Specifications
Heat Shield: Specifications
Exhaust Manifold Heat Shield Bolt 89 in.lb
Catalytic Converter Bolt 33 ft.lb
Catalytic Converter Heat Shield Bolt 53 in.lb
Catalytic Converter Heat Shield Nut 28 in.lb
Exhaust Crossover Heat Shield Nut 15 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Heat Shield, Exhaust > Component
Information > Specifications > Page 3815
Heat Shield: Service and Repair
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Notice: Refer to Catalytic Converter Movement Notice in Service Precautions.
2. Suitably support the exhaust system. 3. Remove the catalytic converter. Refer to Catalytic
Converter Replacement.
4. Remove the oxygen sensor wiring harness from the catalytic converter heat shield.
5. Remove the catalytic converter heat shield pop rivets. 6. Remove the catalytic converter heat
shield.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Heat Shield, Exhaust > Component
Information > Specifications > Page 3816
1. Install the catalytic converter heat shield. 2. Install the converter heat shield pop rivets.
3. Install the oxygen sensor wiring harness to the catalytic converter heat shield.
4. Install the catalytic converter. Refer to Catalytic Converter Replacement. 5. Remove the support
from the exhaust system. 6. Inspect the exhaust system for leaks and underbody contact. 7. Lower
the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information >
Specifications
Muffler: Specifications
Exhaust Muffler Inlet Pipe Clamp Nut 37 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information >
Service and Repair > Muffler Replacement (Dual - Left Side)
Muffler: Service and Repair Muffler Replacement (Dual - Left Side)
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Notice: Refer to Catalytic Converter Movement Notice in Service Precautions.
2. Suitably support the exhaust system.
Important: The cut(s) must be made on the straight pipe closest to the curve coming out of the
left-side exhaust muffler (2). Do not cut on the curve or bend.
3. Cut the exhaust pipe closest to the left-hand exhaust muffler bend (1).
4. Disconnect the exhaust muffler rear hanger insulators from the exhaust muffler. 5. Remove the
exhaust muffler.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information >
Service and Repair > Muffler Replacement (Dual - Left Side) > Page 3822
1. Install the exhaust muffler. 2. Connect the exhaust muffler rear hanger insulators to the exhaust
muffler.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the exhaust muffler to the exhaust pipe.
Tighten the exhaust muffler inlet pipe clamp nuts to 50 Nm (37 ft. lbs.).
4. Inspect the exhaust system for leaks and underbody contact. 5. Remove the support from the
exhaust system. 6. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information >
Service and Repair > Muffler Replacement (Dual - Left Side) > Page 3823
Muffler: Service and Repair Muffler Replacement (Right Side)
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Notice: Refer to Catalytic Converter Movement Notice in Service Precautions.
2. Suitably support the exhaust system. 3. Cut the exhaust pipe (1) as close as is possible to the
muffler weld (2).
4. Disconnect the exhaust muffler rear hanger insulators from the exhaust muffler. 5. Remove the
exhaust muffler.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Engine, Cooling and Exhaust > Exhaust System > Muffler > Component Information >
Service and Repair > Muffler Replacement (Dual - Left Side) > Page 3824
1. Connect the exhaust muffler to the exhaust muffler rear hanger insulators.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the exhaust muffler to the exhaust pipe.
Tighten the exhaust muffler inlet pipe clamp nuts to 50 Nm (37 ft. lbs.).
3. Remove the support from the exhaust system. 4. Inspect the exhaust system for leaks and
underbody contact. 5. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set
Body Control Module: Customer Interest BCM - Security Lamp ON/No Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set > Page 3836
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648
Body Control Module: Customer Interest Body Control Module - MIL ON/DTCs B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 3841
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 3842
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 3843
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No
Crank/DTC's Set
Body Control Module: All Technical Service Bulletins BCM - Security Lamp ON/No Crank/DTC's
Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No
Crank/DTC's Set > Page 3849
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 04-08-52-001 > Feb > 04 > Keyless Entry - BCM Set-Up
Programming
Body Control Module: All Technical Service Bulletins Keyless Entry - BCM Set-Up Programming
Bulletin No.: 04-08-52-001
Date: February 25, 2004
INFORMATION
Subject: Set-up/Programming BCM for Remote Keyless Entry (RKE)
Models: 2000-2004 Chevrolet Impala, Monte Carlo
In the past, when replacing the BCM on the above listed vehicles, the module had to be set-up to
ensure the RKE was initiated. The RKE option RPO may not have been called out individually on
the SPID label when the RKE option was part of an option package. This would often lead to this
option being missed during BCM set-up and leading to an inoperative RKE feature.
The new BCM, P/N 10350647, currently available, will automatically toggle the RKE function on
during initiation of the module. Therefore, it is no longer necessary to turn on the RKE. Just leave it
on regardless if the vehicle is equipped with RKE or not. This will prevent an incorrect set-up
causing this feature to become inoperative. This new BCM will also remedy a situation where some
older BCMs would not remember the horn chirp setting, short or long, after going into sleep mode.
Also, this new BCM will not lock the settings until after 32 key cycles compared to 15 key cycles on
older BCMs. So, if a mistake is made during the initial set-up, you can re-set the module.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648
Body Control Module: All Technical Service Bulletins Body Control Module - MIL ON/DTCs
B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648 > Page 3858
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648 > Page 3859
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL
ON/DTCs B2647/B2648 > Page 3860
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure
Body Control Module: All Technical Service Bulletins BCM - Related Service, Theft Deterrent
Relearn Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 3865
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 3866
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 3867
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn
Body Control Module: All Technical Service Bulletins BCM - Related Service. Theft Deterrent
Relearn
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057
Date: November, 1999
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
BCM replacement requires that a programming function be performed. If the BCM is not properly
programmed, the vehicle may not start because the Theft Lock System will be enabled.
Important:
If the module is not properly programmed within twenty (20) key cycles (including the VIN), the
module will lock and programming will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reprogrammed.
When replacing the BCM, a critical component of the procedure requires a programming of the
BCM. To program the BCM, follow all of the steps in the procedure listed.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "setup new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Programming of the BCM requires the use of the Tech 2 scan tool.
1. Insure that the key (or ignition) switch is in the LOCK position with the ignition off.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the key to the ON position.
4. The following items all refer to the Tech 2 scan tool inputs:
^ Select Diagnostics and answer the questions when prompted by the Tech 2.
^ Select Body Control Module (BCM).
^ Select Special Functions.
^ Select New VIN and input the required data.
^ Exit back to the Special Functions menu.
5. Select BCM Programming.
6. Press the YES key when the following message is displayed: Do you want to setup a body
control module?
7. The Tech 2 will then display the following message: Now setting up the New Body Control
Module.
8. When the BCM has been setup successfully, the Tech 2 will display this message: Body Control
Module setup is complete.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn > Page 3872
THIS MEANS THAT THE TECH 2 HAS SET THE BCM TO ACCEPT THE CORRECT
INFORMATION. THIS IS NOT THE END OF THE PROGRAMMING PROCEDURE.
9. Exit back to the Special Functions menu.
10. Select Set Options.
11. Input all of the required data as prompted by the Tech 2.
12. Exit back to the Special Functions menu.
13. Select Option Configuration.
14. Input all of the required data as prompted by the Tech 2.
15. When the BCM, VIN, Point of Sale and option configuration have been entered, proceed with
the Theft Deterrent Re-Learn Procedure.
IF THE TECH 2 DISPLAYS "UNABLE TO PROGRAM THE BCM", THE BCM IS LOCKED.
TWENTY KEY CYCLES HAVE OCCURRED SINCE THE MODULE WAS INSTALLED AND
VOLTAGE WAS SUPPLIED TO THE MODULE SO THE MODULE MUST BE REPLACED AND
THIS PROCEDURE MUST BE REPEATED IN ITS ENTIRETY.
Important:
Programming of the BCM removes any personalization settings the customer may have previously
set. Inform the customer the personalization settings will have to be reset.
Theft Deterrent Re-Learn
Important:
Perform the Theft Deterrent Re-Learn Procedure when one or more of the following conditions has
occurred.
- The BCM has been replaced or re-programmed (Set-up) (Configured).
- The ignition key cylinder assembly has been replaced.
The Theft Deterrent Re-Learn Procedure can be accomplished two different ways depending on
the equipment you have available.
^ Using The Techline equipment and the Tech 2 scan tool.
^ Without Techline Equipment of any kind. This procedure takes 30 minutes and must not be
shortened.
USING TECHLINE EQUIPMENT AND THE TECH 2 SCAN TOOL
1. If you disconnected the scan tool from the DLC, perform the following 3 steps. If it is still
connected, proceed to step 5.
2. Ensure that the key (or ignition) switch is in the LOCK position with the ignition off.
3. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
4. Turn the key to the ON position.
5. From the Main Menu screen of the Tech 2, select Service Programming.
6. Enter the requested information.
7. Select Request Info.
8. When the Tech 2 finishes gathering the information, disconnect the Tech 2 from the DLC.
9. Connect the Tech 2 to the Techline terminal.
10. Select Service Programming System (SPS).
11 Select Terminal to Tech 2 programming.
12. Select Done.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn > Page 3873
13. Follow the instructions displayed on the Techline terminal for hand-held communications set-up
screen.
14. Select Theft Module Re-Learn.
15. Select program at the summary screen. The terminal will now download information into the
Tech 2.
16. Disconnect the Tech 2 from the Techline terminal.
17. Re-connect the Tech 2 to the DLC.
18. At the Scan Tool Main Menu, select Service Programming.
19. Answer the Tech 2 question.
20. Select Re-Learn.
21. The PCM and BCM are now prepared for the Re-Learn procedure to begin.
22. An internal security timer will now start. The security timer is 10 minutes in duration.
Important:
During this 10 minute period, the scan tool must NOT be disconnected from the vehicle.
Does the Tech 2 display any kind of message telling you to proceed?
23. Turn the ignition switch to the OFF position.
24. Start the engine. The engine should start and continue to run.
25. The Theft Re-Learn procedure is complete. Look for any DTCs which may have been set
during this procedure. If codes were set, clear them now. Remove the Tech 2 from the vehicle.
WITHOUT TECHLINE EQUIPMENT OF ANY KIND
This procedure takes 30 minutes and must not be shortened.
1. Ensure that the battery is fully charged before starting this procedure.
2. Turn the ignition switch to the OFF position.
3. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
4. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
5. Turn the ignition switch to the OFF position for 5 seconds.
6. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
7. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
8. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
9. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
10. Turn the ignition switch to the OFF position for 5 seconds.
11. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will now start.
12. Using the Tech 2, look for a Clear All Trouble Codes (DTCs).
Warranty Information
For vehicles repaired under warranty, use:
Operation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft
Deterrent Relearn > Page 3874
Labor Description Labor Time
N4800 Computer (Control), Body - 0.7 hr
Replace and Program
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 04-08-52-001 > Feb > 04 > Keyless Entry - BCM Set-Up
Programming
Body Control Module: All Technical Service Bulletins Keyless Entry - BCM Set-Up Programming
Bulletin No.: 04-08-52-001
Date: February 25, 2004
INFORMATION
Subject: Set-up/Programming BCM for Remote Keyless Entry (RKE)
Models: 2000-2004 Chevrolet Impala, Monte Carlo
In the past, when replacing the BCM on the above listed vehicles, the module had to be set-up to
ensure the RKE was initiated. The RKE option RPO may not have been called out individually on
the SPID label when the RKE option was part of an option package. This would often lead to this
option being missed during BCM set-up and leading to an inoperative RKE feature.
The new BCM, P/N 10350647, currently available, will automatically toggle the RKE function on
during initiation of the module. Therefore, it is no longer necessary to turn on the RKE. Just leave it
on regardless if the vehicle is equipped with RKE or not. This will prevent an incorrect set-up
causing this feature to become inoperative. This new BCM will also remedy a situation where some
older BCMs would not remember the horn chirp setting, short or long, after going into sleep mode.
Also, this new BCM will not lock the settings until after 32 key cycles compared to 15 key cycles on
older BCMs. So, if a mistake is made during the initial set-up, you can re-set the module.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure
Body Control Module: All Technical Service Bulletins BCM - Related Service, Theft Deterrent
Relearn Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 3884
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 3885
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft
Deterrent Relearn Procedure > Page 3886
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent
Relearn
Body Control Module: All Technical Service Bulletins BCM - Related Service. Theft Deterrent
Relearn
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057
Date: November, 1999
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
BCM replacement requires that a programming function be performed. If the BCM is not properly
programmed, the vehicle may not start because the Theft Lock System will be enabled.
Important:
If the module is not properly programmed within twenty (20) key cycles (including the VIN), the
module will lock and programming will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reprogrammed.
When replacing the BCM, a critical component of the procedure requires a programming of the
BCM. To program the BCM, follow all of the steps in the procedure listed.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "setup new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Programming of the BCM requires the use of the Tech 2 scan tool.
1. Insure that the key (or ignition) switch is in the LOCK position with the ignition off.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the key to the ON position.
4. The following items all refer to the Tech 2 scan tool inputs:
^ Select Diagnostics and answer the questions when prompted by the Tech 2.
^ Select Body Control Module (BCM).
^ Select Special Functions.
^ Select New VIN and input the required data.
^ Exit back to the Special Functions menu.
5. Select BCM Programming.
6. Press the YES key when the following message is displayed: Do you want to setup a body
control module?
7. The Tech 2 will then display the following message: Now setting up the New Body Control
Module.
8. When the BCM has been setup successfully, the Tech 2 will display this message: Body Control
Module setup is complete.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent
Relearn > Page 3891
THIS MEANS THAT THE TECH 2 HAS SET THE BCM TO ACCEPT THE CORRECT
INFORMATION. THIS IS NOT THE END OF THE PROGRAMMING PROCEDURE.
9. Exit back to the Special Functions menu.
10. Select Set Options.
11. Input all of the required data as prompted by the Tech 2.
12. Exit back to the Special Functions menu.
13. Select Option Configuration.
14. Input all of the required data as prompted by the Tech 2.
15. When the BCM, VIN, Point of Sale and option configuration have been entered, proceed with
the Theft Deterrent Re-Learn Procedure.
IF THE TECH 2 DISPLAYS "UNABLE TO PROGRAM THE BCM", THE BCM IS LOCKED.
TWENTY KEY CYCLES HAVE OCCURRED SINCE THE MODULE WAS INSTALLED AND
VOLTAGE WAS SUPPLIED TO THE MODULE SO THE MODULE MUST BE REPLACED AND
THIS PROCEDURE MUST BE REPEATED IN ITS ENTIRETY.
Important:
Programming of the BCM removes any personalization settings the customer may have previously
set. Inform the customer the personalization settings will have to be reset.
Theft Deterrent Re-Learn
Important:
Perform the Theft Deterrent Re-Learn Procedure when one or more of the following conditions has
occurred.
- The BCM has been replaced or re-programmed (Set-up) (Configured).
- The ignition key cylinder assembly has been replaced.
The Theft Deterrent Re-Learn Procedure can be accomplished two different ways depending on
the equipment you have available.
^ Using The Techline equipment and the Tech 2 scan tool.
^ Without Techline Equipment of any kind. This procedure takes 30 minutes and must not be
shortened.
USING TECHLINE EQUIPMENT AND THE TECH 2 SCAN TOOL
1. If you disconnected the scan tool from the DLC, perform the following 3 steps. If it is still
connected, proceed to step 5.
2. Ensure that the key (or ignition) switch is in the LOCK position with the ignition off.
3. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
4. Turn the key to the ON position.
5. From the Main Menu screen of the Tech 2, select Service Programming.
6. Enter the requested information.
7. Select Request Info.
8. When the Tech 2 finishes gathering the information, disconnect the Tech 2 from the DLC.
9. Connect the Tech 2 to the Techline terminal.
10. Select Service Programming System (SPS).
11 Select Terminal to Tech 2 programming.
12. Select Done.
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Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent
Relearn > Page 3892
13. Follow the instructions displayed on the Techline terminal for hand-held communications set-up
screen.
14. Select Theft Module Re-Learn.
15. Select program at the summary screen. The terminal will now download information into the
Tech 2.
16. Disconnect the Tech 2 from the Techline terminal.
17. Re-connect the Tech 2 to the DLC.
18. At the Scan Tool Main Menu, select Service Programming.
19. Answer the Tech 2 question.
20. Select Re-Learn.
21. The PCM and BCM are now prepared for the Re-Learn procedure to begin.
22. An internal security timer will now start. The security timer is 10 minutes in duration.
Important:
During this 10 minute period, the scan tool must NOT be disconnected from the vehicle.
Does the Tech 2 display any kind of message telling you to proceed?
23. Turn the ignition switch to the OFF position.
24. Start the engine. The engine should start and continue to run.
25. The Theft Re-Learn procedure is complete. Look for any DTCs which may have been set
during this procedure. If codes were set, clear them now. Remove the Tech 2 from the vehicle.
WITHOUT TECHLINE EQUIPMENT OF ANY KIND
This procedure takes 30 minutes and must not be shortened.
1. Ensure that the battery is fully charged before starting this procedure.
2. Turn the ignition switch to the OFF position.
3. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
4. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
5. Turn the ignition switch to the OFF position for 5 seconds.
6. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
7. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
8. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
9. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
10. Turn the ignition switch to the OFF position for 5 seconds.
11. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will now start.
12. Using the Tech 2, look for a Clear All Trouble Codes (DTCs).
Warranty Information
For vehicles repaired under warranty, use:
Operation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Body Control Module: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent
Relearn > Page 3893
Labor Description Labor Time
N4800 Computer (Control), Body - 0.7 hr
Replace and Program
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Modules - Computers and Control Systems > Body Control Module > Component Information > Locations > Component
Locations
Body Control Module: Component Locations
Locations View
LH side of the instrument panel, above parking brake.
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Modules - Computers and Control Systems > Body Control Module > Component Information > Locations > Component
Locations > Page 3896
Locations View
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Information and Instructions
Body Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Information and Instructions > Page 3899
Electrical Symbols (Part 1 Of 4)
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Information and Instructions > Page 3900
Electrical Symbols (Part 2 Of 4)
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Information and Instructions > Page 3901
Electrical Symbols (Part 3 Of 4)
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Information and Instructions > Page 3902
Electrical Symbols (Part 4 Of 4)
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Information and Instructions > Page 3903
Body Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Information and Instructions > Page 3925
Body Control Module: Connector Views
Body Control Module, C1
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Body Control Module, C2
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Body Control Module, C3
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Body Control Module: Electrical Diagrams
Body Control Module Schematics: Door Lock Switches, LH Front Door Lock Assembly
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Body Control Module Schematics: DRL Relay, Backup Relay And Ambient Light Sensor
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Body Control Module Schematics: Headlamp Switch, Ignition Key Alarm Switch, Surveillance
Switch And Park Brake Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 3931
Body Control Module Schematics: Headlamp Dimmer Switch, Headlamp Relay, Parklamp Relay
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
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Information and Instructions > Page 3932
Body Control Module Schematics: HORN Relay FOG LP Relay And Fog Lamp Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram
Information and Instructions > Page 3933
Body Control Module Schematics: Interior Lights (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram
Information and Instructions > Page 3934
Body Control Module Schematics: Interior Lights (Part 2 of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram
Information and Instructions > Page 3935
Body Control Module Schematics: Power, Grounds and RAP Relay
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
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Information and Instructions > Page 3936
Body Control Module Schematics: Brake Transaxle Shift Interlock Control, Rear Compartment Lid
Release And Remote Control Door Lock Receiver
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram
Information and Instructions > Page 3937
Body Control Schematics: Rear Defog Relay, Door Lock Cylinder Switches
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
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Information and Instructions > Page 3938
Body Control Module Schematics: RF And Rear Door Lock Assemblys
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram
Information and Instructions > Page 3939
Body Control Module Schematics: SEO Rear Compartment Lid Relay
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 3940
Body Control Module Schematics: Traction Control Switch
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Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
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Circuit Description
Body Control Module: Description and Operation Circuit Description
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO AUO, UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
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Circuit Description > Page 3943
^ Remote alarm.
^ Feature customization of remote activation verification.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
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Circuit Description > Page 3944
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state. The BCM enters the
sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine
The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values
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Circuit Description > Page 3945
match, the BCM sends a fuel enable password via the Class 2 serial data link to the Powertrain
Control Module (PCM). As a result, the PCM enables the crank relay, and allows fuel delivery to
the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
Retained Accessory Power (RAP)
The Accessory Power (RAP) feature allows the operation of the following functions for 10 minutes
(or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
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Circuit Description > Page 3946
Body Control Module: Description and Operation System Operation
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO UA6, AUO: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
^ Remote alarm.
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Circuit Description > Page 3947
^ Feature customization of remote activation verification.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state.
The BCM enters the sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
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^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
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When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values match, the BCM sends a fuel enable
password via the Class 2 serial data link to the Powertrain Control Module (PCM). As a result, the
PCM enables the crank relay, and allows fuel delivery to the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Retained Accessory Power (RAP)
The Retained Accessory Power (RAP) feature allows the operation of the following functions for 10
minutes (or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
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Initial Inspection and Diagnostic Overview
Body Control Module: Initial Inspection and Diagnostic Overview
A Diagnostic Starting Point - Body Control System
Begin the diagnosis of the body control system by performing the Diagnostic System Check for the
system in which the customer concern is apparent. The Diagnostic System Check will direct you to
the correct procedure for diagnosing the system and where the procedure is located.
A Diagnostic System Check - Body Control System
A Diagnostic System Check-Body Control System
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table. 2. Lack of communication
may be due to a partial malfunction of the class 2 serial data circuit or due to a total malfunction of
the class 2 serial data
circuit. The specified procedure will determine the particular condition.
4. The presence of DTCs which begin with "U" indicate some other module is not communicating.
The specified procedure will compile all the
available information before tests are performed.
Code Setting Criteria (Fault) For Device Power Moding
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Body Control Module: Reading and Clearing Diagnostic Trouble Codes
With Diagnostic Scan Tool
PROCEDURE
A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also
eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool
manufacturer in order to access and read either current and/or history DTCs.
Without Diagnostic Scan Tool
A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates
the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool
manufacturer in order to access and read either current and/or history DTCs.
With Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES:
^ Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
Without Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES: ^
Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
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Body Control Module: Scan Tool Testing and Procedures
Scan Tool Data Definitions
Doors Battery Fd: The scan tool displays Inactive/Active. The input of the Doors Battery Fd is
displayed as Active.
Electronics Battery Fd: The scan tool displays Inactive/Active. The input of the Electronics Battery
Fd is displayed as Active.
Electronics System Gnd: The scan tool displays Inactive/Active. The input of the Electronics
System Gnd is displayed as Active.
Ignition 0: The scan tool displays On/Off. The input of the Ignition 0 varies on the scan tool display.
Ignition 1: The scan tool displays On/Off. The input of the Ignition 1 varies on the scan tool display.
Ignition 3: The scan tool displays On/Off. The input of the Ignition 3 varies on the scan tool display.
Inadvert Power Relay: The scan tool displays On/Off. The input of the Inadvert Power Output
varies on the scan tool display
Loads Battery Fd: The scan tool displays Inactive/Active. The input of the Loads Battery Fd is
displayed as Active.
Loads System Gnd: The scan tool displays Inactive/Active. The input of the Loads System Gnd is
displayed as Active.
Theater Dim 1 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 1
Ground is displayed as Inactive.
Theater Dim 2 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 2
Ground is displayed as Inactive.
Scan Tool Data List
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Procedures
Body Control Module: Procedures
Body Control Module (BCM) Programming/RPO Configuration
INTRODUCTION
During body control module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
SETUP NEW BODY CONTROL MODULE (BCM)
IMPORTANT: ^
The BCM will not function properly if the Setup New BCM procedure is not performed.
^ Make sure the battery is fully charged before performing the setup procedure.
^ Make sure all disconnected devices and connectors have been reconnected
^ Perform the Theft Deterrent Re-learn procedure after successfully finishing the Setup New BCM
procedure. Refer to Programming Theft Deterrent System Components in Theft Deterrent. If the
Theft Deterrent Re-learn procedure is not performed after a BCM replacement, the following
conditions may occur: The vehicle will not be protected against theft by the PASSLOCK system.
- The engine will not crank nor start.
1. Connect a scan tool to the data link connector (DLC). 2. Turn the ignition switch ON. 3. Select
Diagnostics and input all of the required data when prompted by the scan tool. 4. Select BODY
CONTROL MODULE. 5. Select SPECIAL FUNCTIONS. 6. Select Setup New BCM. 7. Note, Input
all of the required data when prompted by the scan tool. 8. Select Setup SDM Part Number in
BCM, and follow the onscreen directions. 9. Select New VIN, and follow the onscreen directions.
10. Select Option Configuration, and follow the onscreen directions. 11. Select Point of Sale, and
follow the onscreen directions. 12. Exit back to the SPECIAL FUNCTIONS menu. 13. When the
BCM, VIN, Point of Sale and Option Configuration have been entered, proceed with Theft Deterrent
Re-learn procedure. 14. If the scan tool displays UNABLE TO PROGRAM BCM, BCM IS
SECURED, then the BCM must be replaced and this procedure must be
repeated on a new BCM..
NOTE: After the above procedure has been completed, personalization of the BCM defaults to a
default setting. Inform the customer that the personalization settings must be set again.
IMPORTANT: After programing, perform the following to avoid future misdiagnosis:
1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn
the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all
modules. 5. Clear all history DTCs
General Information
During Body Control Module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
Theft Deterrent Re-Learn Using T-50 or T-60
1. Enter the T-50 or T-60 Service Programming System (SPS). 2. Select TERMINAL TO VEHICLE
PROGRAMMING. 3. Select DONE. 4. Follow the instructions on the VEHICLE SETUP screen. 5.
Select THEFT MODULE RE-LEARN. 6. Follow the instructions on the remaining screens. 7. The
PCM and BCM will be prepared for re-learn. 8. A security timer will be on for approximately 10
minutes. During the 10 minute wait period, the T-50 or T-60 terminal must remain connected to
the vehicle.
9. When the PCM and BCM are prepared to re-learn, turn the ignition switch off.
10. Turn the ignition switch to start. The vehicle should now start.
Theft Deterrent Re-Learn W/O Scan Tool Or Techline Equipment
This procedure takes approximately 30 minutes. Make sure the battery is fully charged before
proceeding.
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1. Turn the ignition switch off. 2. Turn the ignition switch all the way from the off to the start
position, then leave it in the on position.
NOTE: The engine will not crank.
3. The SECURITY will come on and stay on for at least 10 minutes. 4. Turn the ignition switch off
for five seconds. 5. Repeat steps 2, 3, and 4 again for a second time. 6. Repeat steps 2, 3, and 4
again for a third time. 7. Turn the ignition switch off. 8. Turn the ignition switch all the way to the
start position. The engine should now start. 9. Check for BCM Diagnostic Trouble Codes (DTCs).
Theft Deterrent Re-Learn With Techline Equip & Tech 2 Scan Tool
1. Connect the Scan Tool to the Data Link Connector (DLC) on the vehicle. 2. At the Scan Tool
main menu, select SERVICE PROGRAMMING. 3. Enter the requested information. 4. Select
REQUEST INFO. 5. Disconnect the Scan Tool from the vehicle. 6. Connect the Scan Tool to the
Techline terminal. 7. Select SERVICE PROGRAMMING SYSTEM (SPS). 8. Select TERMINAL TO
TECH 2 PROGRAMMING. 9. Select DONE.
10. Follow instructions on the Techline terminal to Handheld Communications Setup screen. 11.
Select THEFT MODULE RE-LEARN. 12. Select PROGRAM at the summary screen. The terminal
will download information to the Scan Tool. 13. Disconnect the Scan Tool from the Techline
terminal. 14. Connect the Scan Tool to the DLC on the vehicle. 15. At the Scan Tool main menu,
select SERVICE PROGRAMMING. 16. Answer the question prompted by the Scan Tool. 17. Select
RE-LEARN. 18. The Powertrain Control Module (PCM) and the BCM will be prepared for re-learn.
19. A security timer will be on for approximately 10 minutes. During the 10 minute wait period, Scan
Tool must remain connected to the vehicle. 20. Turn the ignition switch off when the re-learn
procedure is complete. 21. Turn the ignition switch to the start position. 22. The engine should start
when the ignition switch is turned to the start position. 23. Disconnect the Scan Tool from the DLC.
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Body Control Module: Removal and Replacement
Body Control Module Replacement
REMOVAL PROCEDURE
IMPORTANT: You must perform the new body control module (BCM) setup when replacing the
BCM. Refer to BCM Programming/RPO Configuration.
1. Disconnect the battery ground (negative) cable. 2. Remove the left instrument panel insulator. 3.
Disconnect the BCM electrical connectors (2, 3, 4). 4. Remove the BCM (1).
INSTALLATION PROCEDURE
1. Install the body control module (BCM) (1). 2. Connect the BCM electrical connectors (2, 3, 4). 3.
Install the left instrument panel insulator 4. Connect the battery ground (negative) cable. 5. Perform
the new BCM setup. Refer to BCM Programming/RPO Configuration. See: Testing and
Inspection/Programming and Relearning
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Information > Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage
Powertrain Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory
Usage
INFORMATION
Bulletin No.: 04-06-04-054B
Date: November 18, 2010
Subject: Info - Non-GM Parts and Accessories (Aftermarket)
Models:
2011 and Prior GM Passenger Cars and Trucks
Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed
Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate
Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System).
The recent rise and expansion of companies selling non-GM parts and accessories has made it
necessary to issue this reminder to dealers regarding GM's policy on the use and installation of
these aftermarket components.
When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to
use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs,
special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the
same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty
repairs, special policy repairs or any repairs paid for by GM.
During a warranty repair, if a GM original equipment part is not available through GM Customer
Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources,
the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order
the circumstances surrounding why non-GM parts were used. The dealer must give customers
written notice, prior to the sale or service, that such parts or accessories are not marketed or
warranted by General Motors.
It should also be noted that dealers modifying new vehicles and installing equipment, parts and
accessories obtained from sources not authorized by GM are responsible for complying with the
National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed
by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design
characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully
understand that non-GM approved parts may not have been validated, tested or certified for use.
This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part
failure occurs as the result of the installation or use of a non-GM approved part, the warranty will
not be honored.
A good example of non-authorized modification of vehicles is the result of an ever increasing
supply of aftermarket devices available to the customer, which claim to increase the horsepower
and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to
one or more of the following modifications:
- Propane injection
- Nitrous oxide injection
- Additional modules (black boxes) that connect to the vehicle wiring systems
- Revised engine calibrations downloaded for the engine control module
- Calibration modules which connect to the vehicle diagnostic connector
- Modification to the engine turbocharger waste gate
Although the installation of these devices, or modification of vehicle components, can increase
engine horsepower and torque, they may also negatively affect the engine emissions, reliability
and/or durability. In addition, other powertrain components, such as transmissions, universal joints,
drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the
installation of these devices.
General Motors does not support or endorse the use of devices or modifications that, when
installed, increase the engine horsepower and torque. It is because of these unknown stresses,
and the potential to alter reliability, durability and emissions performance, that GM has adopted a
policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining
warranty coverage, to the powertrain and driveline components whenever the presence of a
non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is
subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or
06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for
calibration verification.
These same policies apply as they relate to the use of non-GM accessories. Damage or failure
from the use or installation of a non-GM accessory will not be covered under warranty. Failure
resulting from the alteration or modification of the vehicle, including the cutting, welding or
disconnecting of the vehicle's original equipment parts and components will void the warranty.
Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal
inquiry at either the local, state or federal level that
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results from the alteration or modification of a vehicle using non-GM approved parts or accessories.
Dealers should be especially cautious of accessory companies that claim the installation of their
product will not void the factory warranty. Many times these companies have even given direction
on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from
finding out that is has been installed.
Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada
by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair
is to be made on the vehicle, even with the installation of such non-GM approved components, the
customer is to be made aware of General Motors position on this issue and is to sign the
appropriate goodwill documentation required by General Motors.
It is imperative for dealers to understand that by installing such devices, they are jeopardizing not
only the warranty coverage, but also the performance and reliability of the customer's vehicle.
Disclaimer
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Powertrain Control Module: Locations
Locations View
RH side of the engine compartment, forward of the strut tower, inside air box.
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Powertrain Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Powertrain Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Information > Diagrams > Diagram Information and Instructions > Page 3986
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Information > Diagrams > Diagram Information and Instructions > Page 3988
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 3992
Powertrain Control Module: Connector Views
Powertrain Control Module Connector C1 End View (Part 1 Of 2)
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Powertrain Control Module Connector C1 End View (Part 2 Of 2)
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Powertrain Control Module Connector C2 End View (Part 1 Of 2)
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Powertrain Control Module Connector C2 End View (Part 2 Of 2)
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Information > Service and Repair > EEPROM Programming
Powertrain Control Module: Service and Repair EEPROM Programming
1. The ignition is ON. 2. If the PCM fails to program, inspect the Techline equipment for the latest
software version. 3. Attempt to program the PCM. If the PCM still cannot be programmed properly,
replace the PCM. The replacement PCM must be programmed.
Functional Check 1. Perform A Powertrain On Board Diagnostic (OBD) System Check. 2. Start the
engine and let the engine run for one minute. 3. Use the scan tool in order to scan for the DTCs.
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Powertrain Control Module: Service and Repair PCM Replacement/Programming
NOTE: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the
connector pins or the soldered components on the circuit board.
Service of the PCM should normally consist of either replacement of the PCM or EEPROM
programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be
inspected first to see if it is the correct part. If it is, remove the faulty PCM and install the new
service PCM.
NOTE: Turn the ignition OFF when installing or removing the PCM connectors and disconnecting
or reconnecting the power to the PCM (battery cable, PCM pigtail, PCM fuse, jumper cables, etc.)
in order to prevent internal PCM damage.
IMPORTANT: When replacing the production PCM with a service PCM, it is important to transfer
the broadcast code and production PCM number to the service PCM label. Do not record on PCM
cover. This will allow positive identification of PCM parts throughout the service life of the vehicle.
THE SERVICE PCM EEPROM WILL NOT BE PROGRAMMED. DTC P0602 indicates the
EEPROM is not programmed or has malfunctioned.
Removal Procedure
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Disconnect the IAT sensor electrical connector. 3.
Remove the 3 bolts from the inner fender brace and remove the brace. 4. Loosen the clamps
securing the air intake duct/MAF sensor to the air cleaner housing and throttle body. 5. Carefully
remove the air intake duct/MAF sensor from the throttle body and air cleaner housing (1). 6.
Remove the 2 screws (2) from the 2 air cleaner housing sections. 7. Remove the air cleaner
housing cover assembly. 8. Without disconnecting the PCM connectors, remove the PCM (4) and
harness from the PCM housing (3). 9. Disconnect the PCM connectors.
Installation Procedure 1. Connect the PCM connectors. 2. Carefully install the PCM (4) and
harness into the PCM housing (3). 3. Install the air cleaner housing cover assembly (1). 4. Install
the 2 screws to the 2 air cleaner housing sections. 5. Carefully install the air intake duct to the
throttle body and air cleaner housing. 6. Tighten the clamp securing the air intake duct to the air
cleaner housing. 7. Position the inner fender brace and reinstall the 3 bolts. 8. Connect the
Negative Battery Cable. 9. If a replacement PCM is being installed, program the PCM.
The replacement PCM will NOT allow Secondary AIR Pump operation until a total of 10 miles have
accumulated.
10. If a replacement PCM is being installed, perform the CKP System Variation Learn Procedure.
See: Testing and Inspection/Programming and
Relearning
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Chevrolet Workshop Manuals > Powertrain Management > Relays and Modules - Powertrain Management > Relays and
Modules - Emission Control Systems > Air Injection Pump Relay > Component Information > Locations
Underhood Fuse Block (Upper) - RH Engine Compartment
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Air Injection Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the underhood electrical center cover. 3. Remove the
secondary air pump relay.
INSTALLATION PROCEDURE
1. Install the secondary air pump relay. 2. Install the underhood electrical center cover.
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Fuel Pump Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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and Instructions > Page 4013
Fuel Pump Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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and Instructions > Page 4028
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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and Instructions > Page 4029
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Modules - Fuel Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information
and Instructions > Page 4034
Equivalents - Decimal And Metric (Part 2 Of 2)
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Fuel Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition OFF. 2. Remove the under hood electrical center cover. 3. Remove the fuel
pump relay.
INSTALLATION PROCEDURE
1. Install the fuel pump relay. 2. Install the under hood electrical center cover. 3. Turn the ignition
ON.
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Modules - Ignition System > Ignition Control Module > Component Information > Specifications
Ignition Control Module: Specifications
Ignition Coil to Ignition Control Module Screws 4.5 Nm
Ignition Controle Module Bracket to Engine Studs and Nuts 25 Nm
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Locations View
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4042
Ignition Control Module: Connector Locations
Locations View
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4043
Locations View
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Ignition Control Module (ICM), C1
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Page 4046
Ignition Control Module (ICM), C2
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Ignition Control Module: Description and Operation
Ignition Control (IC) Module
The Ignition Control (IC) module performs the following functions:
^ It determines the correct ignition coil firing sequence, based on 7X pulses. This coil sequencing
occurs at start-up. After the engine is running, the module determines the sequence, and continues
triggering the ignition coils in proper sequence.
^ It sends the 3X crankshaft reference (fuel control) signal to the PCM. The PCM determines
engine RPM from this signal. this signal is also used by the PCM to determine crankshaft speed for
ignition control (IC) spark advance calculations.
The 3X reference signal sent to the PCM by the IC module is an on, off pulse occurring 3 times per
crankshaft revolution.
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Ignition Control Module: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect all the electrical connectors at the ignition control module.
3. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition
coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Disconnect the
coils from ignition control module. 6. Remove the fasteners securing ignition control module
assembly to engine. 7. Remove the ignition control module from the module mounting bracket.
INSTALLATION PROCEDURE
1. Install the ignition control module on the module mounting bracket. 2. Install the coils to ignition
control module. 3. Reinstall the screws through the coils and module into the module mounting
bracket.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Reinstall the screws.
Tighten Tighten the screws to 4-5 N.m (40 lb in).
5. Connect the spark plug wires as noted during removal. 6. Connect the electrical connectors to
the ignition control module.
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Switches - Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component
Information > Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
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Information > Diagrams > Diagram Information and Instructions
Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Information > Diagrams > Diagram Information and Instructions > Page 4059
Electrical Symbols (Part 4 Of 4)
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Information > Diagrams > Diagram Information and Instructions > Page 4060
Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Information > Diagrams > Diagram Information and Instructions > Page 4061
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Information > Diagrams > Diagram Information and Instructions > Page 4062
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Information > Diagrams > Diagram Information and Instructions > Page 4063
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Information > Diagrams > Diagram Information and Instructions > Page 4068
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Mass Air Flow (MAF) Sensor
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Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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Schematic
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Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Computers and Control Systems/Description and
Operation/Information Sensors/Switches
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Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
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Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
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Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
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Camshaft Position Sensor: Connector Locations
Locations View
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Left Front Of Engine
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Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Camshaft Position Sensor
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Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
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Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
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Information > Specifications
Coolant Temperature Sensor/Switch (For Computer): Specifications
Engine Coolant Temperature (ECT) Sensor 23 Nm
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Coolant Temperature Sensor/Switch (For Computer): Locations
LH side, top of the engine.
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Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Engine Coolant Temperature (ECT) Sensor
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Schematic
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Coolant Temperature Sensor/Switch (For Computer): Description and Operation
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130° C/266° F).
The PCM supplies a 5.0 volt signal to the engine coolant temperature sensor through a resistor in
the PCM and measures the voltage. The voltage will be high when the engine is cold, and low
when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant
temperature. Engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the
temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the
engine has not been run for several hours (overnight), the engine coolant temperature and intake
air temperature displays should be close to each other.
A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, an intermittent fault should set a DTC P1114 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent Low Voltage, or DTC P1115 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent High Voltage. The DTC Diagnostic Aids also
contains a chart to test for sensor resistance values relative to temperature.
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The ECT sensor (3) also contains another circuit which is used to operate the engine coolant
temperature gauge located in the instrument panel.
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Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Relieve coolant pressure. 3. Disconnect the ECT sensor electrical
connector. 4. Using a deep well socket and extension, remove the sensor.
INSTALLATION PROCEDURE
1. Coat the engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the sensor in the engine.
Tighten Tighten the sensor to 23 N.m (17 lb ft).
3. Connect the ECT sensor electrical connector. 4. Start the engine. 5. Inspect for leaks. 6. Inspect
the coolant level.
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Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
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Crankshaft Position Sensor: Component Locations
Locations View
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Locations View
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Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
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Left Front Of Engine
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Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Information and Instructions > Page 4189
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Information and Instructions > Page 4190
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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Information and Instructions > Page 4191
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Information and Instructions > Page 4192
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Information and Instructions > Page 4193
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Information and Instructions > Page 4194
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Information and Instructions > Page 4195
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 4196
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 4197
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 4198
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 4199
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Diagrams > Diagram
Information and Instructions > Page 4200
Crankshaft Position Sensor (24X)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and
Operation > 7X Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
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Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
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Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair >
CKP System Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
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CKP System Variation Learn Procedure > Page 4206
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
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CKP System Variation Learn Procedure > Page 4207
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > EGR Valve Position Sensor > Component Information > Description and
Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Fuel Level Sensor > Component Information > Locations
Fuel Level Sensor: Locations
Mounted in the fuel tank.
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Fuel Level Sensor: Description and Operation
The fuel level sensor consists of the following components: float, the wire float arm, and the
ceramic resistor card. The fuel level sensor is mounted on the modular fuel sender assembly and is
used as an input to the PCM. The PCM uses this information as a fuel level input for Various
diagnostics. In addition the PCM transmits the fuel level over the Class II communication circuit to
the IP cluster. This information is used for the IP fuel gauge, and low fuel warning indicator if
applicable.
Fuel Level Sensor
The Fuel Level Sensor(4) is mounted on the Modular Fuel Sender Assembly(s). The PCM uses the
fuel level input for various diagnosis including the EVAP System. In addition the PCM transmits the
fuel level over the Class II communication circuit to the IP Cluster. The low fuel level message may
not appear if other messages are being commanded, such as the rear deck lid, driver or passenger
doors ajar. Ensure that all doors and compartment lids are completely closed. For further
information regarding the Fuel Level Sensor refer to Fuel Metering Modes of Operation. See: Fuel
Delivery and Air Induction/Description and Operation/Fuel Metering/Fuel Metering Modes
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Fuel Level Sensor: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Delivery and
Air Induction/Fuel Filter/Fuel Pressure
Release/Service and Repair
2. Remove the modular fuel sender assembly. 3. Remove the fuel level sensor (5) from the
modular fuel sender.
INSTALLATION PROCEDURE
1. Reinstall the fuel level sensor (5) to modular fuel sender. 2. Reinstall the fuel sender assembly.
3. Tighten the fuel filler cap. 4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
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Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams
Fuel Tank Pressure (FTP) Sensor
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Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Description and
Operation > Fuel Tank Pressure Sensor - 1
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 1
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure (or
vacuum) in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 4.5 inches H20 (1.25 kPa), the sensor output voltage should
measure 0.5 ± 0.2 volts (1.25 kPa).
The sensor voltage increases to approximately 4.5 volts at 14 inches of H2O (-3.75 kpa).
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Operation > Fuel Tank Pressure Sensor - 1 > Page 4221
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 2
Fuel Tank Pressure Sensor
The Fuel Tank Pressure Sensor(6) is mounted on top the Modular Fuel Sender Assembly(S). The
PCM uses the fuel tank pressure input for the EVAP System. The PCM supplies a 5 volt reference
to the sensor and a sensor return (ground). The PCM monitors the signal circuit from the sensor
with a voltage range from 0.1 volts to 4.9 volts. When the pressure inside the fuel tank is totally
vented the pressure is equal to atmospheric pressure or approximately 1.3-1.7 volts. When the
tank is pressurized the voltage can reach more than 4.5 volts. For further information regarding the
Fuel Tank Pressure Sensor refer to Fuel Metering Modes of Operation, and EVAP Control System
Operation Description.
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Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 3
Fuel Tank Pressure Sensor
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure, or
vacuum, in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 1.25 kPa (4.5 inches Hg), the sensor output voltage should
measure 1.25 kPa (approx 0.5 volts).
The sensor voltage increases to approximately 4.5 volts at -3.75 kPa (14 inches of Hg).
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Fuel Tank Pressure Sensor: Service and Repair
REMOVAL PROCEDURE
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Remove the spare tire cover, the jack, and the spare
tire. 3. Remove the trunk liner. 4. Remove the 7 nuts retaining the fuel sender access panel. 5.
Remove the fuel sender access panel.
6. Disconnect the electrical connector from the fuel tank vapor pressure sensor. 7. Remove the fuel
tank vapor pressure sensor (7) from modular fuel sender assembly.
INSTALLATION PROCEDURE
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1. Reinstall the new fuel tank vapor pressure sensor (7) to modular fuel sender. 2. Connect the
electrical connector to fuel tank vapor pressure sensor
3. Reinstall the fuel sender access panel. 4. Reinstall the 7 nuts retaining the fuel sender access
panel.
Tighten Tighten the fuel sender access panel nuts to 10 N.m (88 lb in)
5. Reinstall the trunk liner. 6. Reinstall the spare tire, the jack, and the spare tire cover. 7.
Reconnect the negative battery cable.
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Component Information > Locations
Intake Air Temperature (IAT) Sensor: Locations
Intake Air Temperature (IAT) Sensor is in the air induction tube.
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Component Information > Diagrams > Diagram Information and Instructions
Intake Air Temperature (IAT) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 4231
Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 4233
Electrical Symbols (Part 4 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 4234
Intake Air Temperature (IAT) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Intake Air Temperature Sensor
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Component Information > Diagrams > Diagram Information and Instructions > Page 4257
Schematic
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Component Information > Diagrams > Page 4258
Intake Air Temperature (IAT) Sensor: Description and Operation
The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the
temperature of air entering the engine. Low temperature produces a high resistance (100,000
ohms at -40°C/-40°F), while high temperature causes low resistance (70 ohms at 130°C/266°F).
The PCM supplies a 5.0 volt signal to the sensor through a resistor in the PCM and measures the
voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By
measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is
used to adjust spark timing according to incoming air density.
The scan tool displays temperature of the air entering the engine, which should read close to
ambient air temperature when the engine is cold, and rise as the underhood temperature
increases.
If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine
coolant temperature should read close to each other.
A failure in the IAT sensor circuit should set DTC P0112 Intake Air Temperature (IAT) Sensor
Circuit Low Voltage or DTC P0113 Intake Air Temperature (IAT) Sensor Circuit High Voltage.
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Component Information > Diagrams > Page 4259
Intake Air Temperature (IAT) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Carefully grasp the
sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct.
INSTALLATION PROCEDURE
1. Install the IAT sensor (snap into place). 2. Connect the IAT sensor electrical connector.
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Knock Sensor: Specifications
knock Sensor 19 Nm
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Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
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Knock Sensor: Connector Locations
Left Front Of Engine
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Locations View
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Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Knock Sensor (KS) 1
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Schematic
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General Information
Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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General Information > Page 4300
Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
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Sensor] > Component Information > Specifications
Manifold Absolute Pressure (MAP) Sensor: Specifications
Manifold Absolute Pressure (MAP) Sensor Retaining Bolt 3 Nm
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Sensor] > Component Information > Specifications > Page 4306
Manifold Absolute Pressure (MAP) Sensor: Locations
Locations View
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Sensor] > Component Information > Specifications > Page 4307
Left Front Of Engine
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions
Manifold Absolute Pressure (MAP) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4313
Electrical Symbols (Part 4 Of 4)
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4314
Manifold Absolute Pressure (MAP) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4320
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Switches - Computers and Control Systems > Manifold Absolute Pressure (MAP) Sensor <--> [Manifold Pressure/Vacuum
Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4335
Equivalents - Decimal And Metric (Part 2 Of 2)
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Switches - Computers and Control Systems > Manifold Absolute Pressure (MAP) Sensor <--> [Manifold Pressure/Vacuum
Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4336
Manifold Air Pressure (MAP) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Manifold Absolute Pressure (MAP) Sensor <--> [Manifold Pressure/Vacuum
Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4337
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Manifold Absolute Pressure (MAP) Sensor <--> [Manifold Pressure/Vacuum
Sensor] > Component Information > Diagrams > Page 4338
Manifold Absolute Pressure (MAP) Sensor: Description and Operation
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure
(vacuum). The MAP sensor signal voltage to the PCM varies from below 2.0 volts at idle (high
vacuum) to above 4.0 volts with the key ON, and the engine OFF, or at wide open throttle (low
vacuum).
The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test
diagnostic is being run, Refer to DTC P0401 Exhaust Gas Recirculation (EGR) Flow Insufficient, to
determine engine vacuum level for other diagnostics and to determine Barometric Pressure
(BARO).
If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107
Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage will be set. A signal voltage higher
than the possible range of the sensor will set DTC P0108 Manifold Absolute Pressure (MAP)
Sensor Circuit High Voltage. An intermittent low or high voltage will set DTC P1107 Manifold
Absolute Pressure (MAP) Sensor Circuit Intermittent Low Voltage or DTC P1106 Manifold Absolute
Pressure (MAP) Sensor Circuit Intermittent High Voltage respectively. The PCM can also detect a
shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on
throttle position and various engine load factors
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Sensor] > Component Information > Diagrams > Page 4339
Manifold Absolute Pressure (MAP) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Disconnect the MAP sensor from the bracket. 2. Disconnect the MAP inlet vacuum hose. 3.
Disconnect the MAP sensor electrical connector.
INSTALLATION PROCEDURE
1. Connect the MAP sensor electrical connector. 2. Connect the inlet vacuum hose. 3. Position the
MAP sensor to bracket and tighten fasteners.
Tighten Tighten the MAP sensor fasteners to 3 N.m (27 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Locations
Oil Level Sensor For ECM: Locations
Front center of the engine oil pan.
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Switches - Computers and Control Systems > Oil Level Sensor For ECM > Component Information > Locations > Page
4343
Engine Oil Level Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Oil Pressure Sensor > Component Information > Locations
Oil Pressure Sensor: Locations
Left Front Of Engine
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Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Specifications
Oxygen Sensor: Specifications
Heated Oxygen Sensors 41 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Locations > Component
Locations
Oxygen Sensor: Component Locations
Locations View
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Locations > Page 4353
Locations View
Heated Oxygen Sensor 1 (HO2S1)
Rear of the engine, in the exhaust manifold.
Heated Oxygen Sensor 2 (HO2A2)
In the exhaust system, behind the catalytic converter.
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Locations > Page 4354
Oxygen Sensor: Connector Locations
Locations View
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Locations > Page 4355
Locations View
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and Instructions
Oxygen Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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and Instructions > Page 4360
Electrical Symbols (Part 3 Of 4)
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and Instructions > Page 4361
Electrical Symbols (Part 4 Of 4)
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Oxygen Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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and Instructions > Page 4382
Equivalents - Decimal And Metric (Part 1 Of 2)
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Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information
and Instructions > Page 4383
Equivalents - Decimal And Metric (Part 2 Of 2)
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Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information
and Instructions > Page 4384
Oxygen Sensor: Connector Views
Heated Oxygen Sensor (HO2S2) 1
Heated Oxygen Sensor (HO2S2) 2
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Switches - Computers and Control Systems > Oxygen Sensor > Component Information > Diagrams > Diagram Information
and Instructions > Page 4385
Oxygen Sensor: Electrical Diagrams
Schematic
Schematic
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Control Heated Oxygen Sensor (HO2S 1)
Oxygen Sensor: Description and Operation Fuel Control Heated Oxygen Sensor (HO2S 1)
Fuel Controlled Heated Oxygen Sensor (H02S 1)
The fuel control Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can
monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas
reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from
approximately 100 mV (high oxygen content lean mixture) to 900 mV (low oxygen content rich
mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the
voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the
injectors (lean mixture low HO2S voltage = rich command, rich mixture high HO2S voltage = lean
command).
The HO2S 1 circuit, if open, should set a DTC P0134 HO2S Circuit Insufficient Activity Sensor 1
and the scan tool will display a constant voltage between 400-500 mV. A constant voltage below
300 mV in the sensor circuit (circuit grounded) should set DTC P0131 HO2S Circuit Low Voltage
Sensor 1, while a constant voltage above 800 mV in the circuit should set DTC P0132 HO2S
Circuit High Voltage Sensor 1. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set.
The PCM can also detect HO2S response problems. If the response time of an HO2S is
determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance.
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Control Heated Oxygen Sensor (HO2S 1) > Page 4388
Oxygen Sensor: Description and Operation Catalyst Monitor Heated Oxygen Sensor (HO2S 2)
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and oxides of nitrogen (NOx),
a three-way catalytic converter is used. The catalyst within the converter promotes a chemical
reaction which oxidizes the HG and CO present in the exhaust gas, converting them into harmless
water vapor and carbon dioxide. The catalyst also reduces NOx, converting it to nitrogen. The PCM
has the ability to monitor this process using the HO2S 1 and the HO2S 2. The HO2S 1 produces
an output signal which indicates the amount of oxygen present in the exhaust gas entering the
three-way catalytic converter. The HO2S 2 produces an output signal which indicates the oxygen
storage capacity of the catalyst, this in turn indicates the catalysts ability to convert exhaust gases
efficiently. If the catalyst is operating efficiently, the HO2S 1 signal will be far more active than that
produced by the HO2S 2.
The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2
main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output
indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of
time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for
catalyst monitoring.
A problem with the HO2S 2 signal circuit should set DTC P0137 HO2S Circuit Low Voltage Sensor
2, DTC P0138 HO2S Circuit High Voltage Sensor 2, or DTC P0140 HO2S Circuit Insufficient
Activity Sensor 2, depending on the specific condition. A fault in the heated oxygen sensor heater
element or its ignition feed or ground will result in slower oxygen sensor response. This may cause
erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause
DTC P0141 HO2S Heater Performance Sensor 2 to set.
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Oxygen Sensor (HO2S) Replacement (HO2S1)
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S1)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S1)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Disconnect the electrical connector.
IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
3. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S1)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N
5613695, or equivalent if necessary. 2. Install the heated oxygen sensor.
Tighten Tighten the HO2S 1 (Pre-catalytic converter) to 41 N.m (30 lb ft).
3. Connect the HO2S1 sensor electrical connector.
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Oxygen Sensor (HO2S) Replacement (HO2S1) > Page 4391
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S2)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S2)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle Lifting. 3.
Disconnect the sensor electrical connector.
IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
4. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S2)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound PIN
5613695, or equivalent if necessary.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Using J 39194-B heated oxygen sensor socket install the heated oxygen sensor.
Tighten Tighten the HO2S2 to 41 N.m (30 lb ft).
3. Connect the HO2S2 sensor electrical connector. 4. Lower the vehicle.
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Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications
Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
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4395
Throttle Position Sensor: Locations
Locations View
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4396
Left Front Of Engine
Top of the engine, on the throttle body assembly.
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Information and Instructions
Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Information and Instructions > Page 4399
Electrical Symbols (Part 1 Of 4)
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Information and Instructions > Page 4400
Electrical Symbols (Part 2 Of 4)
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Information and Instructions > Page 4401
Electrical Symbols (Part 3 Of 4)
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Information and Instructions > Page 4402
Electrical Symbols (Part 4 Of 4)
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Information and Instructions > Page 4403
Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Throttle Position Sensor
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Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
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The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Computers and
Control Systems/Description and Operation/Information Sensors/Switches
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Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
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Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
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Locations > Page 4434
Park Neutral Position (PNP) Switch C1
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Vehicle Speed Sensor: Specifications
Speed Sensor to Case 106 in.lb
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Vehicle Speed Sensor: Locations
Locations View
RR of the engine, on the automatic transaxle.
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Vehicle Speed Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Vehicle Speed Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Vehicle Speed Sensor
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Vehicle Speed Sensor: Service and Repair
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 3.
Remove the vehicle speed sensor wiring harness connector.
4. Remove the vehicle speed sensor bolt (9). 5. Remove the vehicle speed sensor (10) from the
extension case.
6. Remove the O-ring (11) from the vehicle speed sensor(10).
Installation Procedure
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1. Install the O-ring (111) to the vehicle speed sensor (10). 2. Install the vehicle speed sensor (10)
to the extension case.
Notice: Refer to Fastener Notice in Service Precautions
3. Install the vehicle speed sensor bolt (9).
- Tighten the vehicle speed sensor bolt (9) to 12 Nm (106 inch lbs.).
4. Install the vehicle speed sensor wiring harness connector. 5. Install the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 6.
Lower the vehicle.
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Switches - Emission Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
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Information > Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
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Information > Diagrams > Diagram Information and Instructions
Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Information > Diagrams > Diagram Information and Instructions > Page 4484
Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Information > Diagrams > Diagram Information and Instructions > Page 4488
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Information > Diagrams > Diagram Information and Instructions > Page 4489
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Information > Diagrams > Diagram Information and Instructions > Page 4501
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Information > Diagrams > Diagram Information and Instructions > Page 4502
This service manual uses various symbols in order to describe different service operations.
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Information > Diagrams > Diagram Information and Instructions > Page 4503
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Information > Diagrams > Diagram Information and Instructions > Page 4504
Equivalents - Decimal And Metric (Part 1 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 4505
Equivalents - Decimal And Metric (Part 2 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 4506
Mass Air Flow (MAF) Sensor
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Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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Information > Diagrams > Diagram Information and Instructions > Page 4508
Schematic
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Information > Diagrams > Page 4509
Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Computers and Control Systems/Description and
Operation/Information Sensors/Switches
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Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
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Switches - Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations >
Component Locations
Oil Pressure Switch (For Fuel Pump): Component Locations
Engine Oil Pressure Indicator Switch (LA1)
Front of the engine, above the starter.
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Engine Oil Pressure Indicator Switch (L36)
Near generator.
RPO L36: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
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Component Locations > Page 4515
Left Front Of Engine
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Component Locations > Page 4516
Left Front Of Engine
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Page 4517
Oil Pressure Switch (For Fuel Pump): Description and Operation
Engine Oil Pressure Switch
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure
is OK. If the PCM determines that a low oil pressure condition exists, the PCM will communicate
the information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or
initiate a message.
The low oil pressure message may not appear if other messages are being commanded, such as
the rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
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Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
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4521
Throttle Position Sensor: Locations
Locations View
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4522
Left Front Of Engine
Top of the engine, on the throttle body assembly.
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Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Throttle Position Sensor
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Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
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The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Computers and
Control Systems/Description and Operation/Information Sensors/Switches
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Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
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Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
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Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
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Page 4563
Camshaft Position Sensor: Connector Locations
Locations View
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Page 4564
Left Front Of Engine
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Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Instructions > Page 4590
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Instructions > Page 4591
Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 4593
Camshaft Position Sensor
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Position (CMP) Sensor and Cam Signal
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
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Position (CMP) Sensor and Cam Signal > Page 4596
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
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Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
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Crankshaft Position Sensor: Component Locations
Locations View
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Page 4603
Locations View
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Page 4604
Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
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Page 4605
Left Front Of Engine
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Instructions
Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Instructions > Page 4627
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Instructions > Page 4628
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Instructions > Page 4629
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Switches - Ignition System > Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 4630
This service manual uses various symbols in order to describe different service operations.
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Instructions > Page 4631
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Instructions > Page 4632
Equivalents - Decimal And Metric (Part 1 Of 2)
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Instructions > Page 4633
Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 4634
Crankshaft Position Sensor (24X)
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Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
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Crankshaft Position (CKP) Sensor > Page 4637
Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
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Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
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Variation Learn Procedure > Page 4640
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
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Variation Learn Procedure > Page 4641
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
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Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Ignition System > Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Service and Repair
> Ignition Switch Lock Cylinder - Dash Mounted
Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder - Dash Mounted
IGNITION SWITCH LOCK CYLINDER REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: Perform the body control module (BCM) theft deterrent relearn procedure whenever
you replace the ignition switch lock cylinder. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
1. Disconnect the negative battery cable. 2. Remove the instrument panel (I/P) cluster trim plate.
3. Insert the key and turn the ignition lock cylinder to the ON/RUN position. 4. Using a small curved
tool or an L-shaped hex wrench, depress and hold the detent on the ignition lock cylinder. Access
the detent by placing the
tool through the I/P opening to the right of the ignition switch. If you cannot locate the detent with
the tool, lower the ignition switch away from the I/P. Refer to Ignition Switch Replacement.
5. Using the key as an aid, pull to remove the lock cylinder from the switch. 6. Remove the key
from the lock cylinder. 7. If the cylinder does not rotate or is seized, follow the procedure in the
ignition switch replacement. Refer to Ignition Switch Replacement.
INSTALLATION PROCEDURE
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> Ignition Switch Lock Cylinder - Dash Mounted > Page 4647
1. Code the ignition lock cylinder, if necessary. Refer to Key and Lock Cylinder Coding. 2. Insert
the key and turn the lock cylinder to the ON/RUN position. 3. Position the lock cylinder to the
ignition switch. Press the cylinder into place. If you turned the key slightly while removing the lock
cylinder, you
may have to align the white colored ignition switch rotor (1) with the lock cylinder (2). You can
rotate the ignition switch rotor (1) with your finger.
4. Turn the key to the OFF position and remove the key. 5. Install the I/P cluster trim plate. 6.
Connect the negative battery cable. 7. If you installed a new lock cylinder, perform the BCM theft
deterrent relearn procedure. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
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> Ignition Switch Lock Cylinder - Dash Mounted > Page 4648
Ignition Switch Lock Cylinder: Service and Repair Programming/Learn Procedures
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn Passlock Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/Passlock Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the Passlock Sensor
Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, Passlock
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the Passlock Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the Passlock Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the Passlock Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
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Chevrolet Workshop Manuals > Powertrain Management > Sensors and Switches - Powertrain Management > Sensors and
Switches - Ignition System > Knock Sensor > Component Information > Specifications
Knock Sensor: Specifications
knock Sensor 19 Nm
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Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
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Knock Sensor: Connector Locations
Left Front Of Engine
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Locations View
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Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Page 4658
Electrical Symbols (Part 1 Of 4)
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Page 4659
Electrical Symbols (Part 2 Of 4)
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Page 4660
Electrical Symbols (Part 3 Of 4)
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Page 4661
Electrical Symbols (Part 4 Of 4)
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Page 4662
Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Page 4663
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Page 4672
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Page 4682
Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Page 4684
Knock Sensor (KS) 1
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Page 4685
Schematic
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Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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Page 4689
Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
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Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Pressure >
System Information > Technical Service Bulletins > Fuel Pressure - Correct Operating Range
Fuel Pressure: Technical Service Bulletins Fuel Pressure - Correct Operating Range
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-018
Date: May, 1999
INFORMATION
Subject: Correct Fuel Pressure Operating Range
Models: 2000 Buick Century 2000 Chevrolet Impala, Lumina, Malibu, Monte Carlo, Venture 2000
Oldsmobile Alero, Silhouette 2000 Pontiac Grand Am, Grand Prix, Montana with 3.1 L or 3.4 L V6
Engine (VINs J, E - RPOs LG8, LA1)
All 2000 model year 3.1 L and 3.4 L engines have a revised fuel pressure regulator and Multec II
fuel injectors.
The fuel system operating pressure is 358-405 kPa (52-59 psi) on these applications.
Important:
^ This regulator is NOT interchangeable with past model applications. When replacement is
necessary for the above listed applications, use only regulator P/N 17113622.
^ Installing regulators other than the above listed part number in these applications may result in a
change in engine performance and/or driveability concerns.
Refer to the Engine Controls subsection of the Service Manual for complete diagnostic and repair
information on fuel system related concerns.
Parts Information
Part Number Description
17113622 Fuel Pressure Regulator
Parts are currently available from GMSPO.
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Fuel Pressure: Specifications Fuel Pressure
Fuel Pressure
Fuel Pressure 52-59 psi
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Fuel Pressure: Testing and Inspection Fuel System Diagnosis
Diagnostic Chart (Part 1 Of 3)
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Diagnostic Chart (Part 2 Of 3)
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Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
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strong sulfur smell in the exhaust.
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Fuel Pressure: Testing and Inspection Fuel System Pressure Test
Diagnostic Chart (Part 1 Of 3)
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System Information > System Diagnosis > Fuel System Diagnosis > Page 4704
Diagnostic Chart (Part 2 Of 3)
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Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
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strong sulfur smell in the exhaust.
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Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Idle Speed >
System Information > Specifications
Idle Speed: Specifications
Information not supplied by the manufacturer.
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Idle Speed: Adjustments
The Powertrain Control Module (PCM) controls engine idle speed by adjusting the position of the
Idle Air Control (IAC) motor pintle. The IAC is a bi-directional motor driven by two coils. The PCM
pulses current to the IAC coils in steps, counts, to extend the IAC pintle into a passage in the
throttle body to decrease air flow. The PCM reverses the current pulses to retract the pintle,
increasing air flow. This method allows highly accurate control of idle speed and quick response to
changes in engine load.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner
Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter
Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner
Housing > Air Filter Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter
Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 4720
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner
Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air
Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner
Housing > Air Filter Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air
Filter Element: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 4726
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Air Cleaner
Housing > Air Filter Element > Component Information > Technical Service Bulletins > Page 4727
Air Filter Element: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Disconnect the
breather tube from the air intake duct. 4. Disconnect the MAF sensor electrical connector. 5.
Loosen the air intake duct/MAF sensor hose clamps. 6. Carefully remove the air inlet hose from the
throttle body and air cleaner cover. 7. Remove the 2 housing cover retaining clamps. 8, Remove
the air cleaner cover (5) and carefully remove the air filter element (6). 9. Inspect the housing cover
(5), seal assembly, and air ducting (2) for damage.
INSTALLATION PROCEDURE
1. Carefully install the air filter element (6) into the air cleaner assembly (1). 2. Install the housing
cover (5) and install the housing cover retaining screws (2). 3. Carefully install the air inlet hose to
the throttle body and air cleaner cover. 4. Tighten the air inlet hose clamp. 5. Install the air intake
duct/MAF sensor assembly. 6. Tighten the air intake duct/MAF sensor hose clamps. 7. Connect the
breather tube to the air intake duct. 8, Connect the MAF sensor electrical connector. 9. Connect the
IAT sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Fuel Filter > Fuel
Pressure Release > System Information > Service and Repair
Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
Tools Required ^
J34730-1A Fuel Pressure Gauge
^ J34730-262 Fuel Pressure Gauge Fitting
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery terminal.
IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt.
2. Install the J 34730-262 fuel pressure gauge fitting adaptor to the fuel pressure connection. 3.
Connect fuel pressure gauge J 34730-1A to the fuel gauge pressure fitting. Wrap a shop towel
around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system
pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel
pressure gauge into an approved container.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable >
Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable >
Component Information > Locations > Page 4735
Ignition Cable: Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable >
Component Information > Locations > Page 4736
Ignition Cable: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition switch to the OFF position. 2. Note the position of the spark plug wire retaining
clips. Remove the spark plug wire retaining clips from the engine.
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
3. Note the position of the spark plug wire(s). Remove the spark plug wires (2,4,6) from the front
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
4. Note the position of the spark plug wire(s). Remove the spark plug wires (1,3,5) from the rear
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
5. Remove the spark plug wire retaining clips from the rear of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable >
Component Information > Locations > Page 4737
6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the
engine. 8. If replacing the spark plug wires, transfer any of the following:
^ Boot heat shields
^ Spark plug wire conduit
^ Spark plug wire retaining clips
INSTALLATION PROCEDURE
1. Position the spark plug wire(s) to the engine. 2. Install the spark plug wires to the ignition coils in
the proper position.
3. Install the spark plug wires (1,3,5) to the rear spark plugs. 4. Install the spark plug wire retaining
clips from the rear of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Ignition Cable >
Component Information > Locations > Page 4738
5. Install the spark plug wire (2,4,6) to the front spark plugs.
6. Install the spark plug wire retaining clips to the front of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Specifications
Spark Plug Usage
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Spark Plug Service Precautions
Spark Plug: Service Precautions Spark Plug Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
NOTE: Observe the following service precautions:
^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from
a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in
engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the
cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug.
^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
NOTE:
^ It is important to check the gap of all new and reconditioned spark plugs before installation.
Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an
accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor
engine performance and may even damage the engine.
^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if
necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can
cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque
specifications carefully. Over or under-tightening can also cause severe damage to engine or spark
plug.
NOTE: Use the correct fastener in the correct location. Replacement fasteners must be the correct
part number for that application. Fasteners requiring replacement or fasteners requiring the use of
thread locking compound or sealant are identified in the service procedure. Do not use paints,
lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These
coatings affect fastener torque and joint clamping force and may damage the fastener. Use the
correct tightening sequence and specifications when installing fasteners in order to avoid damage
to parts and systems.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Spark Plug Service Precautions > Page 4744
Spark Plug: Service Precautions Platinum Tip Spark Plug Maintenance Information
Platinum Tip Spark Plug Maintenance Information for all 95-02 Models Equipped with Platinum Tip
Spark Plugs
The following information was originally sent to all General Motors dealers as a DCS message on
October 14, 1999.
Recommendation / Instructions:
It has come to our attention that some GM dealers sell a customer service to remove platinum
tipped spark plugs and clean the threads at regular intervals to prevent the seizure of the spark
plugs in the cylinder heads at high mileage.
Platinum tipped spark plugs are designed to operate under normal vehicle operating conditions for
up to 100,000 miles (160,000 kms) without periodic maintenance. When no engine performance
concerns are present, platinum tipped spark plugs should not be removed for periodic inspection
and cleaning of threads, doing so would compromise the spark plugs ability to withstand their
corrosive environment.
The threaded area, although not sealed, serves as a protective environment against most harmful
elements. Removing and cleaning spark plugs will introduce metallic debris and brush scrapings
into the thread area which may further the corrosion process. Chromate coated spark plugs should
not be wire brushed or handled in any way once they are put in service. Chromium topcoats form a
protective oxide on spark plugs that is not effective if scratched.
Both coated and uncoated spark plugs will have the best chance of surviving a corrosive
environment if they are left in position. Attempts to maintain spark plugs by removing them and
cleaning the threads can actually create the corrosive condition that the procedure was intended to
prevent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Page 4745
Spark Plug: Application and ID
Spark Plug ...........................................................................................................................................
........................................................ AC Type 41-940
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Page 4746
Spark Plug: Description and Operation
Worn, cracked or dirty plugs may give satisfactory operation at idling speed, but under operating
conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy,
loss of power and speed, hesitation, shudder, medium throttle intake manifold backfire, hard
starting and general poor engine performance.
Fouled plugs may be indicated by black carbon deposits. The black deposits are usually the result
of slow-speed driving and short runs where sufficient engine operating temperature is seldom
reached. Worn pistons, rings, faulty ignition, over-rich fuel mixture or low heat range spark plugs
may result in carbon deposits.
Excessive gap wear on plugs of low mileage, usually indicates the engine is operating at high
speeds or loads that are consistently greater than normal or that a plug which is too hot of a heat
range is being used. Electrode wear may also be the result of plug overheating, caused by
combustion gases leaking past the threads, due to insufficient torque of the spark plug. Excessively
lean fuel mixture will also result in excessive electrode wear.
Broken insulators are usually the result of improper installation or carelessness when gapping the
plug. Broken upper insulators usually result from a poor fitting wrench or an outside blow. The
cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the
crack. The crack is usually just below the crimped part of shell and may not be visible.
Broken lower insulators usually result from carelessness when gapping and generally are visible.
This type of break may result from the plug operating too Hot, which may happen in periods of
high-speed operation or under heavy loads. When gapping a spark plug, always make the gap
adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should
always be replaced.
Each spark plug boot covers the spark plug terminal and a portion of the plug insulator. These
boots prevent flash-overwhich causes engine misfiring. Do not mistake corona discharge for
flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just
above the shell crimp. It is the visible evidence of high-tension field and has no effect on ignition
performance. Usually it can be dust particles leaving a clear ring on the insulator just above the
shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown
out between shell and insulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Page 4747
Spark Plug: Testing and Inspection
Normal spark plug operation will result in brown to grayish-tan deposits appearing on the portion of
the spark plug that projects into the cylinder area. A small amount of red-brown, yellow, and white
powdery material may also be present on the insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels and lubricating oils with additives. Some
electrode wear will also occur.
Engines which are not running properly are often referred to as misfiring. Spark plug misfiring can
be indicated in a number of ways:
^ Poor fuel economy
^ Power loss
^ Loss of speed
^ Hard starting
^ Poor engine performance
Flashover occurs when a damaged spark plug boot, along with dirt and moisture, permits the high
voltage charge to short over the insulator to the spark plug shell or the engine. Should misfiring
occur before the recommended replacement interval, locate and correct the cause.
Carbon fouling of the spark plug is indicated by dry, black carbon (soot) deposits on the portion of
the spark plug in the cylinder. Excessive idling or slow speeds under light engine loads can keep
the spark plug temperatures so low that these deposits are not burned off. Rich fuel mixtures or
poor ignition system output may also be the cause.
Oil fouling of the spark plug is indicated by wet oily deposits on the portion of the spark plug in the
cylinder, usually with little electrode wear. This may be caused by oil getting past worn piston rings
or valve seals. This condition also may occur during break-in of new or newly overhauled engines.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Page 4748
Deposit fouling of the spark plug occurs when the normal red-brown, yellow or white deposits of
combustion by-products become sufficient to cause misfiring. In some cases, these deposits may
melt and form a shiny glaze on the insulator around the center electrode. If the fouling is found in
only one or two cylinders, valve stem clearances or intake valve seals may be allowing excess
lubricating oil to enter the cylinder, particularly if the deposits are heavier on the side of the spark
plug that was facing the intake valve.
Excessive gap means that the airspace between the center and side electrodes at the bottom of
the spark plug is too wide for consistent spark plug firing. This may be due to improper gap
adjustment or to excessive wear of the electrodes during use. Check of the gap size and compare
the gap measurement to that specified for the vehicle. Excessive gap wear can be an indication of
continuous operation at high speeds or with high engine loads, causing the spark plug to run too
hot.
Too small of a gap indicates the plug was damaged at the time of installation. Another possible
cause is an excessively lean fuel mixture.
Low or high spark plug installation torque or improper seating of the spark plug can result in the
spark plug running too hot and cause excessive gap wear. The spark plug and cylinder head seats
must be in good contact for proper heat transfer and spark plug cooling. Dirty or damaged threads
in the head or on the spark plug can keep the spark plug from seating even though the proper
torque is applied. Once the spark plugs are properly seated, tighten the spark plug to the proper
torque. Low torque may result in poor contact of seats due to a loose spark plug. Overtightening
may cause the spark plug shell to be stretched and also result in poor contact between seats. In
extreme cases, exhaust blow-by and damage beyond simple gap wear may occur.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Page 4749
Cracked or broken insulators may be the result of improper installation, damage during spark plug
regapping, or heat shock to the insulator material. Upper insulators can be broken when a poorly
fitting tool is used during installation or removal, or when the spark plug is hit from the outside.
Cracks in the upper insulator may be inside the shell and not visible. Also, the breakage may not
cause problems until oil or moisture penetrates the crack later.
A broken or cracked lower insulator tip (around the center electrode) can result from damage
during regapping or from heat shock (spark plug suddenly operating too hot).
Damage during regapping can happen if the gapping tool is pushed against the center electrode or
the insulator around it, causing the insulator to crack. When regapping a spark plug, make the
adjustment by only bending the side electrode. Do not contact other parts.
Heat shock breakage in the lower insulator tip generally occurs during severe engine operating
conditions (high-speeds or heavy-loading) and may be caused by over advanced timing or low
grade fuels. Heat shock refers to a rapid increase in the tip temperature that causes the insulator
material to crack.
Spark plugs with less than the recommended amount of service can sometimes be cleaned and
regapped, then returned to service. However, if there is any doubt about the serviceability of a
spark plug, replace it. Replace spark plugs with cracked or broken insulators. In some cases, such
as flashover, the ignition wire may need to be changed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Page 4750
Spark Plug: Service and Repair
SPARK PLUG REPLACEMENT
Removal Procedure
Tools Required J38491 Spark Plug Heat Shield Removal Tool
1. Turn OFF the ignition switch.
2. Remove the spark plug wires from the spark plugs.
NOTE: ^
Allow the engine to cool before removing the spark plugs. Attempting to remove the spark plugs
from a hot engine may cause the plug threads to seize, causing damage to cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so could result in
engine damage because of dirt or foreign material entering the cylinder head, or by the
contamination of the cylinder head threads. The contaminated threads may prevent the proper
seating of the new plug. Use a thread chaser to clean the threads of any contamination.
3. Remove the spark plugs from the engine.
Installation Procedure
NOTE: ^
Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
^ Check the gap of all new and reconditioned spark plugs before installation. The pre-set gaps may
have changed during handling. Use a round feeler gage to ensure an accurate check. Installing the
spark plugs with the wrong gap can cause poor engine performance and may even damage the
engine.
1. Measure the spark plug gap on the spark plugs to be installed and correct as necessary.
Spark Plug Gap: 0.060 in (1.52 mm)
NOTE: ^
Be sure that the spark plug threads smoothly into the cylinder head and the spark plug is fully
seated. Use a thread chaser, if necessary, to clean threads in the cylinder head. Cross-threading or
failing to fully seat the spark plug can cause overheating of the plug, exhaust blow-by, or thread
damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Spark Plug >
Component Information > Service Precautions > Page 4751
2. Install the spark plugs to the engine.
Torque: 15 N.m (11 ft. lb.)
3. Connect the spark plug wires to the spark plugs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Compression
Check > System Information > Specifications
Compression Check: Specifications
The lowest reading should not be less than 70 percent of the highest reading.
No cylinder reading should be less than 689 kPa (100 psi).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Compression
Check > System Information > Specifications > Page 4755
Compression Check: Testing and Inspection
A compression pressure test of the engine cylinders determines the condition of the rings, the
valves, and the head gasket.
Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse
block.
1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the
cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open
position. 6. Measure the engine compression, using the following procedure:
6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the
engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on
the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each
cylinder.
7. Record the compression readings from all of the cylinders.
- The lowest reading should not be less than 70 percent of the highest reading.
- No cylinder reading should be less than 689 kPa (100 psi).
8. The following list is examples of the possible measurements:
- When the compression measurement is normal, the compression builds up quickly and evenly to
the specified compression on each cylinder.
- When the compression is low on the first stroke and tends to build up on the following strokes, but
does not reach the normal compression, the piston rings may be the cause.
- If the compression improves considerably with the addition of three squirts of oil, the piston rings
may be the cause.
- When the compression is low on the first stroke and does not build up in the following strokes, the
valves may be the cause.
- The addition of oil does not affect the compression, the valves may be the cause.
- When the compression is low on two adjacent cylinders, or coolant is present in the crankcase,
the head gasket may be the cause.
9. Remove the block from the throttle plate.
10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain
Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Tune-up and Engine Performance Checks > Valve Clearance >
System Information > Specifications
Valve Clearance: Specifications
The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does
not require adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions
Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4765
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4766
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4767
Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4777
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Mass Air Flow (MAF) Sensor
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 4792
Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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Schematic
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Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Description and Operation/Information Sensors/Switches
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Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
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Intake Air Temperature (IAT) Sensor: Locations
Intake Air Temperature (IAT) Sensor is in the air induction tube.
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Intake Air Temperature (IAT) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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> Page 4803
Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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> Page 4805
Intake Air Temperature (IAT) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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> Page 4807
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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> Page 4808
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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> Page 4809
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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> Page 4810
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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> Page 4811
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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> Page 4812
Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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> Page 4813
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4814
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4815
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4816
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4817
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4818
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4819
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4820
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4821
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4822
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4823
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4824
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4825
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4826
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4827
Intake Air Temperature Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Diagram Information and Instructions
> Page 4828
Schematic
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Page 4829
Intake Air Temperature (IAT) Sensor: Description and Operation
The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the
temperature of air entering the engine. Low temperature produces a high resistance (100,000
ohms at -40°C/-40°F), while high temperature causes low resistance (70 ohms at 130°C/266°F).
The PCM supplies a 5.0 volt signal to the sensor through a resistor in the PCM and measures the
voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By
measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is
used to adjust spark timing according to incoming air density.
The scan tool displays temperature of the air entering the engine, which should read close to
ambient air temperature when the engine is cold, and rise as the underhood temperature
increases.
If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine
coolant temperature should read close to each other.
A failure in the IAT sensor circuit should set DTC P0112 Intake Air Temperature (IAT) Sensor
Circuit Low Voltage or DTC P0113 Intake Air Temperature (IAT) Sensor Circuit High Voltage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Intake Air Temperature (IAT)
Sensor <--> [Intake Air Temperature Sensor] > Component Information > Diagrams > Page 4830
Intake Air Temperature (IAT) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Carefully grasp the
sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct.
INSTALLATION PROCEDURE
1. Install the IAT sensor (snap into place). 2. Connect the IAT sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security
Lamp ON/No Crank/DTC's Set
Body Control Module: Customer Interest BCM - Security Lamp ON/No Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security
Lamp ON/No Crank/DTC's Set > Page 4839
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control
Module - MIL ON/DTCs B2647/B2648
Body Control Module: Customer Interest Body Control Module - MIL ON/DTCs B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control
Module - MIL ON/DTCs B2647/B2648 > Page 4844
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control
Module - MIL ON/DTCs B2647/B2648 > Page 4845
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control
Module - MIL ON/DTCs B2647/B2648 > Page 4846
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set
Body Control Module: All Technical Service Bulletins BCM - Security Lamp ON/No Crank/DTC's
Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set > Page 4852
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
04-08-52-001 > Feb > 04 > Keyless Entry - BCM Set-Up Programming
Body Control Module: All Technical Service Bulletins Keyless Entry - BCM Set-Up Programming
Bulletin No.: 04-08-52-001
Date: February 25, 2004
INFORMATION
Subject: Set-up/Programming BCM for Remote Keyless Entry (RKE)
Models: 2000-2004 Chevrolet Impala, Monte Carlo
In the past, when replacing the BCM on the above listed vehicles, the module had to be set-up to
ensure the RKE was initiated. The RKE option RPO may not have been called out individually on
the SPID label when the RKE option was part of an option package. This would often lead to this
option being missed during BCM set-up and leading to an inoperative RKE feature.
The new BCM, P/N 10350647, currently available, will automatically toggle the RKE function on
during initiation of the module. Therefore, it is no longer necessary to turn on the RKE. Just leave it
on regardless if the vehicle is equipped with RKE or not. This will prevent an incorrect set-up
causing this feature to become inoperative. This new BCM will also remedy a situation where some
older BCMs would not remember the horn chirp setting, short or long, after going into sleep mode.
Also, this new BCM will not lock the settings until after 32 key cycles compared to 15 key cycles on
older BCMs. So, if a mistake is made during the initial set-up, you can re-set the module.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648
Body Control Module: All Technical Service Bulletins Body Control Module - MIL ON/DTCs
B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 4861
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 4862
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 4863
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure
Body Control Module: All Technical Service Bulletins BCM - Related Service, Theft Deterrent
Relearn Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure > Page 4868
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure > Page 4869
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure > Page 4870
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent Relearn
Body Control Module: All Technical Service Bulletins BCM - Related Service. Theft Deterrent
Relearn
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057
Date: November, 1999
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
BCM replacement requires that a programming function be performed. If the BCM is not properly
programmed, the vehicle may not start because the Theft Lock System will be enabled.
Important:
If the module is not properly programmed within twenty (20) key cycles (including the VIN), the
module will lock and programming will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reprogrammed.
When replacing the BCM, a critical component of the procedure requires a programming of the
BCM. To program the BCM, follow all of the steps in the procedure listed.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "setup new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Programming of the BCM requires the use of the Tech 2 scan tool.
1. Insure that the key (or ignition) switch is in the LOCK position with the ignition off.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the key to the ON position.
4. The following items all refer to the Tech 2 scan tool inputs:
^ Select Diagnostics and answer the questions when prompted by the Tech 2.
^ Select Body Control Module (BCM).
^ Select Special Functions.
^ Select New VIN and input the required data.
^ Exit back to the Special Functions menu.
5. Select BCM Programming.
6. Press the YES key when the following message is displayed: Do you want to setup a body
control module?
7. The Tech 2 will then display the following message: Now setting up the New Body Control
Module.
8. When the BCM has been setup successfully, the Tech 2 will display this message: Body Control
Module setup is complete.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 4875
THIS MEANS THAT THE TECH 2 HAS SET THE BCM TO ACCEPT THE CORRECT
INFORMATION. THIS IS NOT THE END OF THE PROGRAMMING PROCEDURE.
9. Exit back to the Special Functions menu.
10. Select Set Options.
11. Input all of the required data as prompted by the Tech 2.
12. Exit back to the Special Functions menu.
13. Select Option Configuration.
14. Input all of the required data as prompted by the Tech 2.
15. When the BCM, VIN, Point of Sale and option configuration have been entered, proceed with
the Theft Deterrent Re-Learn Procedure.
IF THE TECH 2 DISPLAYS "UNABLE TO PROGRAM THE BCM", THE BCM IS LOCKED.
TWENTY KEY CYCLES HAVE OCCURRED SINCE THE MODULE WAS INSTALLED AND
VOLTAGE WAS SUPPLIED TO THE MODULE SO THE MODULE MUST BE REPLACED AND
THIS PROCEDURE MUST BE REPEATED IN ITS ENTIRETY.
Important:
Programming of the BCM removes any personalization settings the customer may have previously
set. Inform the customer the personalization settings will have to be reset.
Theft Deterrent Re-Learn
Important:
Perform the Theft Deterrent Re-Learn Procedure when one or more of the following conditions has
occurred.
- The BCM has been replaced or re-programmed (Set-up) (Configured).
- The ignition key cylinder assembly has been replaced.
The Theft Deterrent Re-Learn Procedure can be accomplished two different ways depending on
the equipment you have available.
^ Using The Techline equipment and the Tech 2 scan tool.
^ Without Techline Equipment of any kind. This procedure takes 30 minutes and must not be
shortened.
USING TECHLINE EQUIPMENT AND THE TECH 2 SCAN TOOL
1. If you disconnected the scan tool from the DLC, perform the following 3 steps. If it is still
connected, proceed to step 5.
2. Ensure that the key (or ignition) switch is in the LOCK position with the ignition off.
3. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
4. Turn the key to the ON position.
5. From the Main Menu screen of the Tech 2, select Service Programming.
6. Enter the requested information.
7. Select Request Info.
8. When the Tech 2 finishes gathering the information, disconnect the Tech 2 from the DLC.
9. Connect the Tech 2 to the Techline terminal.
10. Select Service Programming System (SPS).
11 Select Terminal to Tech 2 programming.
12. Select Done.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 4876
13. Follow the instructions displayed on the Techline terminal for hand-held communications set-up
screen.
14. Select Theft Module Re-Learn.
15. Select program at the summary screen. The terminal will now download information into the
Tech 2.
16. Disconnect the Tech 2 from the Techline terminal.
17. Re-connect the Tech 2 to the DLC.
18. At the Scan Tool Main Menu, select Service Programming.
19. Answer the Tech 2 question.
20. Select Re-Learn.
21. The PCM and BCM are now prepared for the Re-Learn procedure to begin.
22. An internal security timer will now start. The security timer is 10 minutes in duration.
Important:
During this 10 minute period, the scan tool must NOT be disconnected from the vehicle.
Does the Tech 2 display any kind of message telling you to proceed?
23. Turn the ignition switch to the OFF position.
24. Start the engine. The engine should start and continue to run.
25. The Theft Re-Learn procedure is complete. Look for any DTCs which may have been set
during this procedure. If codes were set, clear them now. Remove the Tech 2 from the vehicle.
WITHOUT TECHLINE EQUIPMENT OF ANY KIND
This procedure takes 30 minutes and must not be shortened.
1. Ensure that the battery is fully charged before starting this procedure.
2. Turn the ignition switch to the OFF position.
3. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
4. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
5. Turn the ignition switch to the OFF position for 5 seconds.
6. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
7. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
8. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
9. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
10. Turn the ignition switch to the OFF position for 5 seconds.
11. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will now start.
12. Using the Tech 2, look for a Clear All Trouble Codes (DTCs).
Warranty Information
For vehicles repaired under warranty, use:
Operation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Body Control Module: >
99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 4877
Labor Description Labor Time
N4800 Computer (Control), Body - 0.7 hr
Replace and Program
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: > 04-08-52-001
> Feb > 04 > Keyless Entry - BCM Set-Up Programming
Body Control Module: All Technical Service Bulletins Keyless Entry - BCM Set-Up Programming
Bulletin No.: 04-08-52-001
Date: February 25, 2004
INFORMATION
Subject: Set-up/Programming BCM for Remote Keyless Entry (RKE)
Models: 2000-2004 Chevrolet Impala, Monte Carlo
In the past, when replacing the BCM on the above listed vehicles, the module had to be set-up to
ensure the RKE was initiated. The RKE option RPO may not have been called out individually on
the SPID label when the RKE option was part of an option package. This would often lead to this
option being missed during BCM set-up and leading to an inoperative RKE feature.
The new BCM, P/N 10350647, currently available, will automatically toggle the RKE function on
during initiation of the module. Therefore, it is no longer necessary to turn on the RKE. Just leave it
on regardless if the vehicle is equipped with RKE or not. This will prevent an incorrect set-up
causing this feature to become inoperative. This new BCM will also remedy a situation where some
older BCMs would not remember the horn chirp setting, short or long, after going into sleep mode.
Also, this new BCM will not lock the settings until after 32 key cycles compared to 15 key cycles on
older BCMs. So, if a mistake is made during the initial set-up, you can re-set the module.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure
Body Control Module: All Technical Service Bulletins BCM - Related Service, Theft Deterrent
Relearn Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure > Page 4887
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure > Page 4888
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: >
99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure > Page 4889
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: > 99-06-04-057
> Nov > 99 > BCM - Related Service. Theft Deterrent Relearn
Body Control Module: All Technical Service Bulletins BCM - Related Service. Theft Deterrent
Relearn
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057
Date: November, 1999
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
BCM replacement requires that a programming function be performed. If the BCM is not properly
programmed, the vehicle may not start because the Theft Lock System will be enabled.
Important:
If the module is not properly programmed within twenty (20) key cycles (including the VIN), the
module will lock and programming will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reprogrammed.
When replacing the BCM, a critical component of the procedure requires a programming of the
BCM. To program the BCM, follow all of the steps in the procedure listed.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "setup new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Programming of the BCM requires the use of the Tech 2 scan tool.
1. Insure that the key (or ignition) switch is in the LOCK position with the ignition off.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the key to the ON position.
4. The following items all refer to the Tech 2 scan tool inputs:
^ Select Diagnostics and answer the questions when prompted by the Tech 2.
^ Select Body Control Module (BCM).
^ Select Special Functions.
^ Select New VIN and input the required data.
^ Exit back to the Special Functions menu.
5. Select BCM Programming.
6. Press the YES key when the following message is displayed: Do you want to setup a body
control module?
7. The Tech 2 will then display the following message: Now setting up the New Body Control
Module.
8. When the BCM has been setup successfully, the Tech 2 will display this message: Body Control
Module setup is complete.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: > 99-06-04-057
> Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 4894
THIS MEANS THAT THE TECH 2 HAS SET THE BCM TO ACCEPT THE CORRECT
INFORMATION. THIS IS NOT THE END OF THE PROGRAMMING PROCEDURE.
9. Exit back to the Special Functions menu.
10. Select Set Options.
11. Input all of the required data as prompted by the Tech 2.
12. Exit back to the Special Functions menu.
13. Select Option Configuration.
14. Input all of the required data as prompted by the Tech 2.
15. When the BCM, VIN, Point of Sale and option configuration have been entered, proceed with
the Theft Deterrent Re-Learn Procedure.
IF THE TECH 2 DISPLAYS "UNABLE TO PROGRAM THE BCM", THE BCM IS LOCKED.
TWENTY KEY CYCLES HAVE OCCURRED SINCE THE MODULE WAS INSTALLED AND
VOLTAGE WAS SUPPLIED TO THE MODULE SO THE MODULE MUST BE REPLACED AND
THIS PROCEDURE MUST BE REPEATED IN ITS ENTIRETY.
Important:
Programming of the BCM removes any personalization settings the customer may have previously
set. Inform the customer the personalization settings will have to be reset.
Theft Deterrent Re-Learn
Important:
Perform the Theft Deterrent Re-Learn Procedure when one or more of the following conditions has
occurred.
- The BCM has been replaced or re-programmed (Set-up) (Configured).
- The ignition key cylinder assembly has been replaced.
The Theft Deterrent Re-Learn Procedure can be accomplished two different ways depending on
the equipment you have available.
^ Using The Techline equipment and the Tech 2 scan tool.
^ Without Techline Equipment of any kind. This procedure takes 30 minutes and must not be
shortened.
USING TECHLINE EQUIPMENT AND THE TECH 2 SCAN TOOL
1. If you disconnected the scan tool from the DLC, perform the following 3 steps. If it is still
connected, proceed to step 5.
2. Ensure that the key (or ignition) switch is in the LOCK position with the ignition off.
3. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
4. Turn the key to the ON position.
5. From the Main Menu screen of the Tech 2, select Service Programming.
6. Enter the requested information.
7. Select Request Info.
8. When the Tech 2 finishes gathering the information, disconnect the Tech 2 from the DLC.
9. Connect the Tech 2 to the Techline terminal.
10. Select Service Programming System (SPS).
11 Select Terminal to Tech 2 programming.
12. Select Done.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: > 99-06-04-057
> Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 4895
13. Follow the instructions displayed on the Techline terminal for hand-held communications set-up
screen.
14. Select Theft Module Re-Learn.
15. Select program at the summary screen. The terminal will now download information into the
Tech 2.
16. Disconnect the Tech 2 from the Techline terminal.
17. Re-connect the Tech 2 to the DLC.
18. At the Scan Tool Main Menu, select Service Programming.
19. Answer the Tech 2 question.
20. Select Re-Learn.
21. The PCM and BCM are now prepared for the Re-Learn procedure to begin.
22. An internal security timer will now start. The security timer is 10 minutes in duration.
Important:
During this 10 minute period, the scan tool must NOT be disconnected from the vehicle.
Does the Tech 2 display any kind of message telling you to proceed?
23. Turn the ignition switch to the OFF position.
24. Start the engine. The engine should start and continue to run.
25. The Theft Re-Learn procedure is complete. Look for any DTCs which may have been set
during this procedure. If codes were set, clear them now. Remove the Tech 2 from the vehicle.
WITHOUT TECHLINE EQUIPMENT OF ANY KIND
This procedure takes 30 minutes and must not be shortened.
1. Ensure that the battery is fully charged before starting this procedure.
2. Turn the ignition switch to the OFF position.
3. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
4. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
5. Turn the ignition switch to the OFF position for 5 seconds.
6. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
7. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
8. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
9. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
10. Turn the ignition switch to the OFF position for 5 seconds.
11. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will now start.
12. Using the Tech 2, look for a Clear All Trouble Codes (DTCs).
Warranty Information
For vehicles repaired under warranty, use:
Operation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Body Control Module: > 99-06-04-057
> Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 4896
Labor Description Labor Time
N4800 Computer (Control), Body - 0.7 hr
Replace and Program
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Locations > Component Locations
Body Control Module: Component Locations
Locations View
LH side of the instrument panel, above parking brake.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Locations > Component Locations > Page 4899
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Diagrams > Diagram Information and Instructions
Body Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Diagrams > Diagram Information and Instructions > Page 4902
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Diagrams > Diagram Information and Instructions > Page 4903
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Diagrams > Diagram Information and Instructions > Page 4904
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Electrical Symbols (Part 4 Of 4)
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Body Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Body Control Module: Connector Views
Body Control Module, C1
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Body Control Module, C2
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Body Control Module, C3
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Body Control Module: Electrical Diagrams
Body Control Module Schematics: Door Lock Switches, LH Front Door Lock Assembly
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Body Control Module Schematics: DRL Relay, Backup Relay And Ambient Light Sensor
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Component Information > Diagrams > Diagram Information and Instructions > Page 4933
Body Control Module Schematics: Headlamp Switch, Ignition Key Alarm Switch, Surveillance
Switch And Park Brake Switch
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Body Control Module Schematics: Headlamp Dimmer Switch, Headlamp Relay, Parklamp Relay
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Body Control Module Schematics: HORN Relay FOG LP Relay And Fog Lamp Switch
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Body Control Module Schematics: Interior Lights (Part 1 Of 2)
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Body Control Module Schematics: Interior Lights (Part 2 of 2)
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Body Control Module Schematics: Power, Grounds and RAP Relay
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Body Control Module Schematics: Brake Transaxle Shift Interlock Control, Rear Compartment Lid
Release And Remote Control Door Lock Receiver
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Body Control Schematics: Rear Defog Relay, Door Lock Cylinder Switches
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Component Information > Diagrams > Diagram Information and Instructions > Page 4941
Body Control Module Schematics: RF And Rear Door Lock Assemblys
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Body Control Module Schematics: SEO Rear Compartment Lid Relay
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Body Control Module Schematics: Traction Control Switch
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Component Information > Description and Operation > Circuit Description
Body Control Module: Description and Operation Circuit Description
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO AUO, UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
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^ Remote alarm.
^ Feature customization of remote activation verification.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
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^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state. The BCM enters the
sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine
The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values
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Component Information > Description and Operation > Circuit Description > Page 4948
match, the BCM sends a fuel enable password via the Class 2 serial data link to the Powertrain
Control Module (PCM). As a result, the PCM enables the crank relay, and allows fuel delivery to
the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
Retained Accessory Power (RAP)
The Accessory Power (RAP) feature allows the operation of the following functions for 10 minutes
(or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Description and Operation > Circuit Description > Page 4949
Body Control Module: Description and Operation System Operation
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO UA6, AUO: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
^ Remote alarm.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Description and Operation > Circuit Description > Page 4950
^ Feature customization of remote activation verification.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state.
The BCM enters the sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
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Component Information > Description and Operation > Circuit Description > Page 4951
^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Description and Operation > Circuit Description > Page 4952
When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values match, the BCM sends a fuel enable
password via the Class 2 serial data link to the Powertrain Control Module (PCM). As a result, the
PCM enables the crank relay, and allows fuel delivery to the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Retained Accessory Power (RAP)
The Retained Accessory Power (RAP) feature allows the operation of the following functions for 10
minutes (or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview
Body Control Module: Initial Inspection and Diagnostic Overview
A Diagnostic Starting Point - Body Control System
Begin the diagnosis of the body control system by performing the Diagnostic System Check for the
system in which the customer concern is apparent. The Diagnostic System Check will direct you to
the correct procedure for diagnosing the system and where the procedure is located.
A Diagnostic System Check - Body Control System
A Diagnostic System Check-Body Control System
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table. 2. Lack of communication
may be due to a partial malfunction of the class 2 serial data circuit or due to a total malfunction of
the class 2 serial data
circuit. The specified procedure will determine the particular condition.
4. The presence of DTCs which begin with "U" indicate some other module is not communicating.
The specified procedure will compile all the
available information before tests are performed.
Code Setting Criteria (Fault) For Device Power Moding
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4955
Body Control Module: Reading and Clearing Diagnostic Trouble Codes
With Diagnostic Scan Tool
PROCEDURE
A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also
eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool
manufacturer in order to access and read either current and/or history DTCs.
Without Diagnostic Scan Tool
A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates
the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool
manufacturer in order to access and read either current and/or history DTCs.
With Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES:
^ Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
Without Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES: ^
Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 4956
Body Control Module: Scan Tool Testing and Procedures
Scan Tool Data Definitions
Doors Battery Fd: The scan tool displays Inactive/Active. The input of the Doors Battery Fd is
displayed as Active.
Electronics Battery Fd: The scan tool displays Inactive/Active. The input of the Electronics Battery
Fd is displayed as Active.
Electronics System Gnd: The scan tool displays Inactive/Active. The input of the Electronics
System Gnd is displayed as Active.
Ignition 0: The scan tool displays On/Off. The input of the Ignition 0 varies on the scan tool display.
Ignition 1: The scan tool displays On/Off. The input of the Ignition 1 varies on the scan tool display.
Ignition 3: The scan tool displays On/Off. The input of the Ignition 3 varies on the scan tool display.
Inadvert Power Relay: The scan tool displays On/Off. The input of the Inadvert Power Output
varies on the scan tool display
Loads Battery Fd: The scan tool displays Inactive/Active. The input of the Loads Battery Fd is
displayed as Active.
Loads System Gnd: The scan tool displays Inactive/Active. The input of the Loads System Gnd is
displayed as Active.
Theater Dim 1 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 1
Ground is displayed as Inactive.
Theater Dim 2 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 2
Ground is displayed as Inactive.
Scan Tool Data List
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Body Control Module >
Component Information > Service and Repair > Procedures
Body Control Module: Procedures
Body Control Module (BCM) Programming/RPO Configuration
INTRODUCTION
During body control module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
SETUP NEW BODY CONTROL MODULE (BCM)
IMPORTANT: ^
The BCM will not function properly if the Setup New BCM procedure is not performed.
^ Make sure the battery is fully charged before performing the setup procedure.
^ Make sure all disconnected devices and connectors have been reconnected
^ Perform the Theft Deterrent Re-learn procedure after successfully finishing the Setup New BCM
procedure. Refer to Programming Theft Deterrent System Components in Theft Deterrent. If the
Theft Deterrent Re-learn procedure is not performed after a BCM replacement, the following
conditions may occur: The vehicle will not be protected against theft by the PASSLOCK system.
- The engine will not crank nor start.
1. Connect a scan tool to the data link connector (DLC). 2. Turn the ignition switch ON. 3. Select
Diagnostics and input all of the required data when prompted by the scan tool. 4. Select BODY
CONTROL MODULE. 5. Select SPECIAL FUNCTIONS. 6. Select Setup New BCM. 7. Note, Input
all of the required data when prompted by the scan tool. 8. Select Setup SDM Part Number in
BCM, and follow the onscreen directions. 9. Select New VIN, and follow the onscreen directions.
10. Select Option Configuration, and follow the onscreen directions. 11. Select Point of Sale, and
follow the onscreen directions. 12. Exit back to the SPECIAL FUNCTIONS menu. 13. When the
BCM, VIN, Point of Sale and Option Configuration have been entered, proceed with Theft Deterrent
Re-learn procedure. 14. If the scan tool displays UNABLE TO PROGRAM BCM, BCM IS
SECURED, then the BCM must be replaced and this procedure must be
repeated on a new BCM..
NOTE: After the above procedure has been completed, personalization of the BCM defaults to a
default setting. Inform the customer that the personalization settings must be set again.
IMPORTANT: After programing, perform the following to avoid future misdiagnosis:
1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn
the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all
modules. 5. Clear all history DTCs
General Information
During Body Control Module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
Theft Deterrent Re-Learn Using T-50 or T-60
1. Enter the T-50 or T-60 Service Programming System (SPS). 2. Select TERMINAL TO VEHICLE
PROGRAMMING. 3. Select DONE. 4. Follow the instructions on the VEHICLE SETUP screen. 5.
Select THEFT MODULE RE-LEARN. 6. Follow the instructions on the remaining screens. 7. The
PCM and BCM will be prepared for re-learn. 8. A security timer will be on for approximately 10
minutes. During the 10 minute wait period, the T-50 or T-60 terminal must remain connected to
the vehicle.
9. When the PCM and BCM are prepared to re-learn, turn the ignition switch off.
10. Turn the ignition switch to start. The vehicle should now start.
Theft Deterrent Re-Learn W/O Scan Tool Or Techline Equipment
This procedure takes approximately 30 minutes. Make sure the battery is fully charged before
proceeding.
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1. Turn the ignition switch off. 2. Turn the ignition switch all the way from the off to the start
position, then leave it in the on position.
NOTE: The engine will not crank.
3. The SECURITY will come on and stay on for at least 10 minutes. 4. Turn the ignition switch off
for five seconds. 5. Repeat steps 2, 3, and 4 again for a second time. 6. Repeat steps 2, 3, and 4
again for a third time. 7. Turn the ignition switch off. 8. Turn the ignition switch all the way to the
start position. The engine should now start. 9. Check for BCM Diagnostic Trouble Codes (DTCs).
Theft Deterrent Re-Learn With Techline Equip & Tech 2 Scan Tool
1. Connect the Scan Tool to the Data Link Connector (DLC) on the vehicle. 2. At the Scan Tool
main menu, select SERVICE PROGRAMMING. 3. Enter the requested information. 4. Select
REQUEST INFO. 5. Disconnect the Scan Tool from the vehicle. 6. Connect the Scan Tool to the
Techline terminal. 7. Select SERVICE PROGRAMMING SYSTEM (SPS). 8. Select TERMINAL TO
TECH 2 PROGRAMMING. 9. Select DONE.
10. Follow instructions on the Techline terminal to Handheld Communications Setup screen. 11.
Select THEFT MODULE RE-LEARN. 12. Select PROGRAM at the summary screen. The terminal
will download information to the Scan Tool. 13. Disconnect the Scan Tool from the Techline
terminal. 14. Connect the Scan Tool to the DLC on the vehicle. 15. At the Scan Tool main menu,
select SERVICE PROGRAMMING. 16. Answer the question prompted by the Scan Tool. 17. Select
RE-LEARN. 18. The Powertrain Control Module (PCM) and the BCM will be prepared for re-learn.
19. A security timer will be on for approximately 10 minutes. During the 10 minute wait period, Scan
Tool must remain connected to the vehicle. 20. Turn the ignition switch off when the re-learn
procedure is complete. 21. Turn the ignition switch to the start position. 22. The engine should start
when the ignition switch is turned to the start position. 23. Disconnect the Scan Tool from the DLC.
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Body Control Module: Removal and Replacement
Body Control Module Replacement
REMOVAL PROCEDURE
IMPORTANT: You must perform the new body control module (BCM) setup when replacing the
BCM. Refer to BCM Programming/RPO Configuration.
1. Disconnect the battery ground (negative) cable. 2. Remove the left instrument panel insulator. 3.
Disconnect the BCM electrical connectors (2, 3, 4). 4. Remove the BCM (1).
INSTALLATION PROCEDURE
1. Install the body control module (BCM) (1). 2. Connect the BCM electrical connectors (2, 3, 4). 3.
Install the left instrument panel insulator 4. Connect the battery ground (negative) cable. 5. Perform
the new BCM setup. Refer to BCM Programming/RPO Configuration. See: Testing and
Inspection/Programming and Relearning
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor >
Component Information > Specifications
Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
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Component Information > Locations > Component Locations
Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
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Component Information > Locations > Component Locations > Page 4966
Camshaft Position Sensor: Connector Locations
Locations View
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Left Front Of Engine
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Component Information > Diagrams > Diagram Information and Instructions
Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 4971
Electrical Symbols (Part 2 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 4972
Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Component Information > Diagrams > Diagram Information and Instructions > Page 4982
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Component Information > Diagrams > Diagram Information and Instructions > Page 4983
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 4984
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Component Information > Diagrams > Diagram Information and Instructions > Page 4985
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 4987
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 4988
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Component Information > Diagrams > Diagram Information and Instructions > Page 4989
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 4990
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 4992
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 4993
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 4994
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 4995
Equivalents - Decimal And Metric (Part 2 Of 2)
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Component Information > Diagrams > Diagram Information and Instructions > Page 4996
Camshaft Position Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Camshaft Position Sensor >
Component Information > Description and Operation > Camshaft Position (CMP) Sensor and Cam Signal
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
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Component Information > Description and Operation > Camshaft Position (CMP) Sensor and Cam Signal > Page 4999
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Specifications
Coolant Temperature Sensor/Switch (For Computer): Specifications
Engine Coolant Temperature (ECT) Sensor 23 Nm
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Coolant Temperature Sensor/Switch (For Computer): Locations
LH side, top of the engine.
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Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5020
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5021
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5023
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5024
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5025
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5026
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5027
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5029
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5030
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5031
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5032
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5033
Engine Coolant Temperature (ECT) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Sensor/Switch (For Computer) > Component Information > Diagrams > Diagram Information and Instructions > Page 5034
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Page 5035
Coolant Temperature Sensor/Switch (For Computer): Description and Operation
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130° C/266° F).
The PCM supplies a 5.0 volt signal to the engine coolant temperature sensor through a resistor in
the PCM and measures the voltage. The voltage will be high when the engine is cold, and low
when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant
temperature. Engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the
temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the
engine has not been run for several hours (overnight), the engine coolant temperature and intake
air temperature displays should be close to each other.
A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, an intermittent fault should set a DTC P1114 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent Low Voltage, or DTC P1115 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent High Voltage. The DTC Diagnostic Aids also
contains a chart to test for sensor resistance values relative to temperature.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Page 5036
The ECT sensor (3) also contains another circuit which is used to operate the engine coolant
temperature gauge located in the instrument panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Coolant Temperature
Sensor/Switch (For Computer) > Component Information > Diagrams > Page 5037
Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Relieve coolant pressure. 3. Disconnect the ECT sensor electrical
connector. 4. Using a deep well socket and extension, remove the sensor.
INSTALLATION PROCEDURE
1. Coat the engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the sensor in the engine.
Tighten Tighten the sensor to 23 N.m (17 lb ft).
3. Connect the ECT sensor electrical connector. 4. Start the engine. 5. Inspect for leaks. 6. Inspect
the coolant level.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Specifications
Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Locations > Component Locations
Crankshaft Position Sensor: Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Locations > Component Locations > Page 5043
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Locations > Component Locations > Page 5044
Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
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Left Front Of Engine
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Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5060
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5062
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5063
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5064
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5065
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5066
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5067
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5068
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5069
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5070
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5071
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5072
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5073
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5074
Crankshaft Position Sensor (24X)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Description and Operation > 7X Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Crankshaft Position Sensor >
Component Information > Service and Repair > CKP System Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
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Component Information > Service and Repair > CKP System Variation Learn Procedure > Page 5080
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
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Component Information > Service and Repair > CKP System Variation Learn Procedure > Page 5081
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Data Link Connector >
Component Information > Locations > Data Link Connector (DLC)
Data Link Connector: Locations Data Link Connector (DLC)
Locations View
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Component Information > Locations > Data Link Connector (DLC) > Page 5086
Locations View
On the bottom of the instrument panel, to the right of the steering column.
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Component Information > Locations > Data Link Connector (DLC) > Page 5087
Data Link Connector: Locations Splice Pack - SP205 (Star Connector)
Locations View
Next to the LH IP accessory wiring junction block wiring harness, taped on harness.
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Component Information > Locations > Page 5088
Data Link Connector (DLC)
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Component Information > Locations > Page 5089
Data Link Connector: Description and Operation
The provision for communicating with the control module is the DATA LINK Connector (DLC). The
connector is usually located under the instrument panel. The DLC is used to connect to a scan tool.
Some common uses of the scan tool are listed below:
^ Identifying stored Diagnostic Trouble Codes (DTCs).
^ Clearing DTCs
^ Performing output control tests.
^ Reading serial data.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > EGR Valve Position Sensor
> Component Information > Description and Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket
Accessory Usage
Powertrain Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory
Usage
INFORMATION
Bulletin No.: 04-06-04-054B
Date: November 18, 2010
Subject: Info - Non-GM Parts and Accessories (Aftermarket)
Models:
2011 and Prior GM Passenger Cars and Trucks
Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed
Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate
Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System).
The recent rise and expansion of companies selling non-GM parts and accessories has made it
necessary to issue this reminder to dealers regarding GM's policy on the use and installation of
these aftermarket components.
When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to
use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs,
special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the
same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty
repairs, special policy repairs or any repairs paid for by GM.
During a warranty repair, if a GM original equipment part is not available through GM Customer
Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources,
the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order
the circumstances surrounding why non-GM parts were used. The dealer must give customers
written notice, prior to the sale or service, that such parts or accessories are not marketed or
warranted by General Motors.
It should also be noted that dealers modifying new vehicles and installing equipment, parts and
accessories obtained from sources not authorized by GM are responsible for complying with the
National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed
by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design
characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully
understand that non-GM approved parts may not have been validated, tested or certified for use.
This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part
failure occurs as the result of the installation or use of a non-GM approved part, the warranty will
not be honored.
A good example of non-authorized modification of vehicles is the result of an ever increasing
supply of aftermarket devices available to the customer, which claim to increase the horsepower
and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to
one or more of the following modifications:
- Propane injection
- Nitrous oxide injection
- Additional modules (black boxes) that connect to the vehicle wiring systems
- Revised engine calibrations downloaded for the engine control module
- Calibration modules which connect to the vehicle diagnostic connector
- Modification to the engine turbocharger waste gate
Although the installation of these devices, or modification of vehicle components, can increase
engine horsepower and torque, they may also negatively affect the engine emissions, reliability
and/or durability. In addition, other powertrain components, such as transmissions, universal joints,
drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the
installation of these devices.
General Motors does not support or endorse the use of devices or modifications that, when
installed, increase the engine horsepower and torque. It is because of these unknown stresses,
and the potential to alter reliability, durability and emissions performance, that GM has adopted a
policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining
warranty coverage, to the powertrain and driveline components whenever the presence of a
non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is
subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or
06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for
calibration verification.
These same policies apply as they relate to the use of non-GM accessories. Damage or failure
from the use or installation of a non-GM accessory will not be covered under warranty. Failure
resulting from the alteration or modification of the vehicle, including the cutting, welding or
disconnecting of the vehicle's original equipment parts and components will void the warranty.
Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal
inquiry at either the local, state or federal level that
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<--> [Engine Control Module] > Component Information > Technical Service Bulletins > Engine Controls - Aftermarket
Accessory Usage > Page 5097
results from the alteration or modification of a vehicle using non-GM approved parts or accessories.
Dealers should be especially cautious of accessory companies that claim the installation of their
product will not void the factory warranty. Many times these companies have even given direction
on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from
finding out that is has been installed.
Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada
by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair
is to be made on the vehicle, even with the installation of such non-GM approved components, the
customer is to be made aware of General Motors position on this issue and is to sign the
appropriate goodwill documentation required by General Motors.
It is imperative for dealers to understand that by installing such devices, they are jeopardizing not
only the warranty coverage, but also the performance and reliability of the customer's vehicle.
Disclaimer
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<--> [Engine Control Module] > Component Information > Technical Service Bulletins > Page 5098
Powertrain Control Module: Locations
Locations View
RH side of the engine compartment, forward of the strut tower, inside air box.
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<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions
Powertrain Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5101
Electrical Symbols (Part 1 Of 4)
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<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5102
Electrical Symbols (Part 2 Of 4)
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<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5103
Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Powertrain Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5123
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5124
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5125
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5126
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5127
Powertrain Control Module: Connector Views
Powertrain Control Module Connector C1 End View (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5128
Powertrain Control Module Connector C1 End View (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5129
Powertrain Control Module Connector C2 End View (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Diagrams > Diagram Information and Instructions > Page 5130
Powertrain Control Module Connector C2 End View (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Service and Repair > EEPROM Programming
Powertrain Control Module: Service and Repair EEPROM Programming
1. The ignition is ON. 2. If the PCM fails to program, inspect the Techline equipment for the latest
software version. 3. Attempt to program the PCM. If the PCM still cannot be programmed properly,
replace the PCM. The replacement PCM must be programmed.
Functional Check 1. Perform A Powertrain On Board Diagnostic (OBD) System Check. 2. Start the
engine and let the engine run for one minute. 3. Use the scan tool in order to scan for the DTCs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Powertrain Control Module
<--> [Engine Control Module] > Component Information > Service and Repair > EEPROM Programming > Page 5133
Powertrain Control Module: Service and Repair PCM Replacement/Programming
NOTE: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the
connector pins or the soldered components on the circuit board.
Service of the PCM should normally consist of either replacement of the PCM or EEPROM
programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be
inspected first to see if it is the correct part. If it is, remove the faulty PCM and install the new
service PCM.
NOTE: Turn the ignition OFF when installing or removing the PCM connectors and disconnecting
or reconnecting the power to the PCM (battery cable, PCM pigtail, PCM fuse, jumper cables, etc.)
in order to prevent internal PCM damage.
IMPORTANT: When replacing the production PCM with a service PCM, it is important to transfer
the broadcast code and production PCM number to the service PCM label. Do not record on PCM
cover. This will allow positive identification of PCM parts throughout the service life of the vehicle.
THE SERVICE PCM EEPROM WILL NOT BE PROGRAMMED. DTC P0602 indicates the
EEPROM is not programmed or has malfunctioned.
Removal Procedure
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Disconnect the IAT sensor electrical connector. 3.
Remove the 3 bolts from the inner fender brace and remove the brace. 4. Loosen the clamps
securing the air intake duct/MAF sensor to the air cleaner housing and throttle body. 5. Carefully
remove the air intake duct/MAF sensor from the throttle body and air cleaner housing (1). 6.
Remove the 2 screws (2) from the 2 air cleaner housing sections. 7. Remove the air cleaner
housing cover assembly. 8. Without disconnecting the PCM connectors, remove the PCM (4) and
harness from the PCM housing (3). 9. Disconnect the PCM connectors.
Installation Procedure 1. Connect the PCM connectors. 2. Carefully install the PCM (4) and
harness into the PCM housing (3). 3. Install the air cleaner housing cover assembly (1). 4. Install
the 2 screws to the 2 air cleaner housing sections. 5. Carefully install the air intake duct to the
throttle body and air cleaner housing. 6. Tighten the clamp securing the air intake duct to the air
cleaner housing. 7. Position the inner fender brace and reinstall the 3 bolts. 8. Connect the
Negative Battery Cable. 9. If a replacement PCM is being installed, program the PCM.
The replacement PCM will NOT allow Secondary AIR Pump operation until a total of 10 miles have
accumulated.
10. If a replacement PCM is being installed, perform the CKP System Variation Learn Procedure.
See: Testing and Inspection/Programming and
Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor >
Component Information > Locations
Fuel Level Sensor: Locations
Mounted in the fuel tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor >
Component Information > Locations > Page 5137
Fuel Level Sensor: Description and Operation
The fuel level sensor consists of the following components: float, the wire float arm, and the
ceramic resistor card. The fuel level sensor is mounted on the modular fuel sender assembly and is
used as an input to the PCM. The PCM uses this information as a fuel level input for Various
diagnostics. In addition the PCM transmits the fuel level over the Class II communication circuit to
the IP cluster. This information is used for the IP fuel gauge, and low fuel warning indicator if
applicable.
Fuel Level Sensor
The Fuel Level Sensor(4) is mounted on the Modular Fuel Sender Assembly(s). The PCM uses the
fuel level input for various diagnosis including the EVAP System. In addition the PCM transmits the
fuel level over the Class II communication circuit to the IP Cluster. The low fuel level message may
not appear if other messages are being commanded, such as the rear deck lid, driver or passenger
doors ajar. Ensure that all doors and compartment lids are completely closed. For further
information regarding the Fuel Level Sensor refer to Fuel Metering Modes of Operation. See: Fuel
Delivery and Air Induction/Description and Operation/Fuel Metering/Fuel Metering Modes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Level Sensor >
Component Information > Locations > Page 5138
Fuel Level Sensor: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Delivery and
Air Induction/Fuel Filter/Fuel Pressure
Release/Service and Repair
2. Remove the modular fuel sender assembly. 3. Remove the fuel level sensor (5) from the
modular fuel sender.
INSTALLATION PROCEDURE
1. Reinstall the fuel level sensor (5) to modular fuel sender. 2. Reinstall the fuel sender assembly.
3. Tighten the fuel filler cap. 4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor
> Component Information > Diagrams
Fuel Tank Pressure (FTP) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor
> Component Information > Description and Operation > Fuel Tank Pressure Sensor - 1
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 1
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure (or
vacuum) in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 4.5 inches H20 (1.25 kPa), the sensor output voltage should
measure 0.5 ± 0.2 volts (1.25 kPa).
The sensor voltage increases to approximately 4.5 volts at 14 inches of H2O (-3.75 kpa).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor
> Component Information > Description and Operation > Fuel Tank Pressure Sensor - 1 > Page 5144
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 2
Fuel Tank Pressure Sensor
The Fuel Tank Pressure Sensor(6) is mounted on top the Modular Fuel Sender Assembly(S). The
PCM uses the fuel tank pressure input for the EVAP System. The PCM supplies a 5 volt reference
to the sensor and a sensor return (ground). The PCM monitors the signal circuit from the sensor
with a voltage range from 0.1 volts to 4.9 volts. When the pressure inside the fuel tank is totally
vented the pressure is equal to atmospheric pressure or approximately 1.3-1.7 volts. When the
tank is pressurized the voltage can reach more than 4.5 volts. For further information regarding the
Fuel Tank Pressure Sensor refer to Fuel Metering Modes of Operation, and EVAP Control System
Operation Description.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor
> Component Information > Description and Operation > Fuel Tank Pressure Sensor - 1 > Page 5145
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 3
Fuel Tank Pressure Sensor
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure, or
vacuum, in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 1.25 kPa (4.5 inches Hg), the sensor output voltage should
measure 1.25 kPa (approx 0.5 volts).
The sensor voltage increases to approximately 4.5 volts at -3.75 kPa (14 inches of Hg).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor
> Component Information > Description and Operation > Page 5146
Fuel Tank Pressure Sensor: Service and Repair
REMOVAL PROCEDURE
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Remove the spare tire cover, the jack, and the spare
tire. 3. Remove the trunk liner. 4. Remove the 7 nuts retaining the fuel sender access panel. 5.
Remove the fuel sender access panel.
6. Disconnect the electrical connector from the fuel tank vapor pressure sensor. 7. Remove the fuel
tank vapor pressure sensor (7) from modular fuel sender assembly.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Fuel Tank Pressure Sensor
> Component Information > Description and Operation > Page 5147
1. Reinstall the new fuel tank vapor pressure sensor (7) to modular fuel sender. 2. Connect the
electrical connector to fuel tank vapor pressure sensor
3. Reinstall the fuel sender access panel. 4. Reinstall the 7 nuts retaining the fuel sender access
panel.
Tighten Tighten the fuel sender access panel nuts to 10 N.m (88 lb in)
5. Reinstall the trunk liner. 6. Reinstall the spare tire, the jack, and the spare tire cover. 7.
Reconnect the negative battery cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Specifications
Idle Air Control Motor (IAC): Specifications
Idle Air Control Valve Attaching Screws 3 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Locations > Idle Air Control (IAC) Valve
Idle Air Control Motor (IAC): Locations Idle Air Control (IAC) Valve
Left Front Of Engine
Top of the engine, front of the throttle assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Locations > Idle Air Control (IAC) Valve > Page
5153
Locations View
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
Idle Air Control Motor (IAC): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
> Page 5156
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
> Page 5157
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
> Page 5158
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
> Page 5159
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
> Page 5160
Idle Air Control Motor (IAC): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
> Page 5161
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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> Page 5182
Idle Air Control Valve Motor
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Schematic
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Idle Air Control Motor (IAC): Description and Operation
The purpose of the Idle Air Control (IAC) valve is to control engine idle speed, while preventing
stalls due to changes in engine load. The AC valve, mounted in the throttle body, controls bypass
air around the throttle plate. By moving a conical valve, known as a pintle, in (to decrease air flow)
or out (to increase air flow), a controlled amount of air can move around the throttle plate. If RPM is
too low, the PCM will retract the IAC pintle, resulting in more air being bypassed around the throttle
plate to increase RPM. If RPM is too high, the PCM will extend the IAC pintle, allowing less air to
be bypassed around the throttle plate, decreasing RPM.
The IAC pintle moves in small steps called counts.
During idle, the proper position of the AC pintle is calculated by the PCM based on battery voltage,
coolant temperature, engine load, and engine RPM. If the RPM drops below a specified value, and
the throttle plate is closed (TP sensor voltage is between 0.20-0.74), the PCM senses a near stall
condition. The PCM will then calculate a new IAC pintle position to prevent stalls.
If the IAC valve is disconnected and reconnected with the engine running, the idle RPM will be
wrong. In this case, the IAC has to be reset.
The IAC resets when the key is cycled ON then OFF.
When servicing the IAC, it should only be disconnected or connected with the ignition OFF in order
to keep from having to reset the IAC.
The position of the IAC pintle affects engine start up and the idle characteristics of the vehicle. If
the IAC pintle is open fully, too much air will be allowed into the manifold. This results in high idle
speed, along with possible hard starting and a lean air/fuel ratio. DTC P0507 may set. If the IAC
pintle is stuck closed, too little air will be allowed in the manifold. This results in a low idle speed,
along with possible hard starting and a rich air/fuel ratio. DTC P0506 may set. If the IAC pintle is
stuck part way open, the idle may be high or low and will not respond to changes in engine load.
The IAC valve is used to control engine idle speed, while preventing stalls due changes in engine
load. For further information regarding the IAC Valve refer to Fuel Metering Modes of Operation.
See: Fuel Delivery and Air Induction/Description and Operation/Fuel Metering/Fuel Metering Modes
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Idle Air Control Motor (IAC): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the electrical connector from the idle air control valve.
3. Remove the 2 idle air control valve attaching screws.
4. Remove the idle air control valve.
5. Remove the idle air control valve O-ring.
INSTALLATION PROCEDURE
NOTE: The IAC valve may be damaged if installed with the cone (pintle) extended more than 28
mm (1-1/8 in). Measure the distance that the valve is extended before installing a new valve. The
distance from the idle air control valve motor housing to the end of the idle air control valve pintle
should be less than 28 mm (1-1/8 in). Manually compressing the pintle until the extension is less
than 28 mm (1-1/8 in).
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1. Install the new idle air control O-ring.
2. Install the idle air control valve in the intake manifold.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Reinstall the idle air control valve (2) attaching screws.
Tighten Tighten the idle air control valve attaching screws to 3.0 N.m (27 lb in).
4. Connect the electrical connector to the idle air control valve. 5. The PCM will reset the idle air
control valve whenever the ignition switch is turned ON, then OFF. Turn the ignition switch ON,
then OFF. 6. Start the engine and allow the engine to reach operating temperature.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Information Bus >
Component Information > Locations > Data Link Connector (DLC)
Information Bus: Locations Data Link Connector (DLC)
Locations View
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Component Information > Locations > Data Link Connector (DLC) > Page 5191
Locations View
On the bottom of the instrument panel, to the right of the steering column.
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Information Bus: Locations Splice Pak SP205 (Star Connector)
Locations View
Next to the LH IP accessory wiring junction block wiring harness, taped on harness.
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Information Bus: Description and Operation
CLASS 2 SERIAL DATA LINK
The Class 2 serial data link allows these modules to communicate data with each other: ^
Body Control Module (BCM)
^ Driver Information Center (DIC)
^ Electronic Brake Control Module (EBCM)
^ Inflatable Restraint Sensing and Diagnostic Module (SDM)
^ Instrument Panel Cluster
^ Powertrain Control Module (PCM)
^ Radio
In addition, the Class 2 serial data link allows a scan tool to communicate with these modules for
diagnostic and testing purposes. The Class 2 serial data link is located at the DLC connector.
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Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview
Information Bus: Initial Inspection and Diagnostic Overview
Begin the diagnosis of the data link communications by performing the Diagnostic System Check
for the system in which the customer concern is apparent. The Diagnostic System Check will direct
you to the correct procedure within the Data Link Communications section when a communication
malfunction is present.
Scan Tool Diagnostics Refer to scan tool manual for instructions on using can tool diagnosis.
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Information Bus: Reading and Clearing Diagnostic Trouble Codes
With Diagnostic Scan Tool
PROCEDURE
A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates
the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool
manufacturer in order to access and read either current and/or history DTCs.
Without Diagnostic Scan Tool
A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates
the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool
manufacturer in order to access and read either current and/or history DTCs.
With Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES: ^
Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
Without Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES: ^
Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
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Information Bus: Symptom Related Diagnostic Procedures
Class 2 Communication Malfunction
Diagnostic Chart (Part 1 Of 2)
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Diagnostic Chart (Part 2 Of 2)
CIRCUIT DESCRIPTION
Modules connected to the class 2 serial data circuit monitor for serial data communications during
normal vehicle operation. Operating information and commands are exchanged among the
modules. When a module receives a message for a critical operating parameter, the module
records the identification number of the module which sent the message for State of Health
monitoring. A critical operating parameter is one which, when not received, requires that the
module use a default value for that parameter. When a module does not associate an identification
number with at least one critical parameter within about five seconds of beginning serial data
communication, DTC U1000 or U1255 is set. When more than one critical parameter does not
have an identification number associated with it, the DTC will only be reported once.
CONDITIONS FOR RUNNING THE DTC
^ Voltage supplied to the module is in the normal operating voltage range (approximately 9 to 16
volts).
^ Diagnostic trouble codes U1300, U1301 and U1305 do not have a current status.
^ The vehicle power mode (ignition switch position) requires serial data communication to occur.
CONDITIONS FOR SETTING THE DTC
At least one critical operating parameter has not been associated with an identification number
within about five seconds after beginning serial data communication.
ACTION TAKEN WHEN THE DTC SETS
The module uses a default value for the missing parameter.
CONDITIONS FOR CLEARING THE DTC
^ A current DTC U1000 or U1255 will clear when all critical operating paremeters for the module
have been associated with an identification number or at the end of the current ignition cycle.
^ A history DTC U1000 or U1255 will clear upon receipt of a scan tool Clear DTCs command.
DIAGNOSTIC AIDS
When a malfunction (such as an open fuse to a module) occurs while modules are communicating,
a Lost Communication DTC is set as a current DTC. When the modules stop communicating
(ignition is turned OFF) the current Lost Communication DTC is cleared but the history DTC
remains. When the modules begin to communicate again, the module with the open fuse will not be
learned by the other modules so DTC U1OOO or U1255 is set current by the other modules. If the
malfunction occurs when the modules are not communicating, only DTC U1000 or U1255 is set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table. 1. A Lost Communication
with XXX DTC with a history status may indicate the cause of U1000 or U1255.
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2. The module(s) which is not communicating is the likely cause of U1OOO or U1255 being set.
The following modules communicate on the class 2
serial data circuit: ^
PCM
^ Auxiliary Power Connector
^ Radio
^ EBCM
^ SDM
^ IPC
^ Remote CD Player (if equipped with UQ3)
^ DIC
^ BCM
5. The module which was not communicating may have set Lost Communication with XXX DTCs
for those modules that it was monitoring. 6. The module which was not communicating may have
set Lost Communication with XXX DTCs for those modules that it was monitoring. 7. The module
which was not communicating may have set Lost Communication with XXX DTCs for those
modules that it was monitoring.
11. The modules which can communicate indicate the module which cannot communicate. You
must clear the DTC from these modules to avoid
future misdiagnosis.
13. If all modules are communicating, the module which set U1000 or U1255 may have done so
due to some other condition. 14. The module which set U1000 or U1255 is the likely cause of the
malfunction.
Scan Tool Does Not Communicate With Class 2 Device
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Diagnostic Chart (Part 1 Of 5)
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Diagnostic Chart (Part 2 Of 5)
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Diagnostic Chart (Part 3 Of 5)
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Diagnostic Chart (Part 4 Of 5)
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Diagnostic Chart (Part 5 Of 5)
CIRCUIT DESCRIPTION
Modules connected to the class 2 serial data circuit monitor for serial data communications during
normal vehicle operation. Operating information and commands are exchanged among the
modules. Connecting a scan tool to the DLC allows communication with the modules for diagnostic
purposes. Diagnostic trouble codes (DTCs) may be set due to this symptom and during this
diagnostic procedure. Complete the diagnostic procedure in order to ensure all the DTCs are
diagnosed and cleared from memory.
DIAGNOSTIC AIDS
^ The BCM detects that the ignition is ON and sends the appropriate power mode message to the
other module. Therefore, the BCM must be connected to the DLC for any other module to
communicate with the scan tool.
^ When the class 2 serial data circuit is shorted to ground, U1300 or U1305 will be set. Refer to
DTC U1300 Class 2 Data Link Low or DTC U1305 Class 2 Data Link Low or High.
^ When the class 2 serial data circuit is shorted to B+ U1301 or U1305 will be set. Refer to DTC
U1301 Class 2 Data Link High or DTC U1305 Class 2 Data Link Low or High.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table. 2. A partial malfunction in
the class 2 serial data circuit uses a different procedure from a total malfunction of the class 2
serial data circuit.
The following modules communicate on the class 2 serial data circuit: ^
PCM
^ Auxiliary Power Drop Connector
^ Radio
^ EBCM
^ SDM
^ IPC
^ Remote CD Player (if equipped with UQ3)
^ DIC
^ BCM
3. The following DTC's may be retrieved with a history status, but are not the cause of the present
condition.
^ U1300
^ U1301
^ U1305
4. A State of Health DTC with a history status may be present along with a U1OOO or U1255
having a current status. This indicates that the
malfunction occured when the ignition was ON.
5. Data link connector terminals 2 and 5 provide the connection to the class 2 serial data circuit and
the signal ground circuit respectively. 7. A poor connection at terminal A would cause this condition
but will not set a DTC. 8. An open in the class 2 serial data circuit between the DLC and splice
pack SP 205 will prevent the scan tool from communicating with and
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module. This condition will not set a DTC.
9. The class 2 serial data circuit is shorted to voltage or ground. The condition may be due to the
wiring or due to a malfunction in one of the
modules. When testing the wire for a short, make sure there is not a module connected to the wire
being tested. This test isolates the BCM class 2 serial data circuit.
11. The BCM detects that the ignition is ON and sends the appropriate power mode message to
the other modules. Therefore, the BCM must remain
connected to the DLC for any other module to communicate with the scan tool. This test isolates
the PCM class 2 serial data circuit.
13. This test isolates the Auxiliary Power Drop Connector class 2 serial data circuit. 15. This test
isolates the Radio class 2 serial data circuit. 17. This test isolates the EBCM class 2 serial data
circuit. 19. This test isolates the SDM class 2 serial data circuit. 21. This test isolates the
Instrument Cluster class 2 serial data circuit. 23. This test isolates the Remote CD Player class 2
serial data circuit. 25. This test isolates the DIC class 2 serial data circuit. 29. If there are no current
DTC's that begin with a "U", the communication malfunction has been repaired. 30. The
communication malfunction may have prevented diagnosis of the customer complaint.
For a Description of RPO Code(s) shown in this article refer to the RPO Code List found at
Vehicle/Application and ID See: Application and ID/RPO Codes
Scan Tool Does Not Power Up
Diagnostic Chart
CIRCUIT DESCRIPTION
The data link connector (DLC) provides operating power for the scan tool at terminal 16 (battery
positive voltage) and at terminal 4 (ground). The DLC provides the class 2 serial data signal at
terminal 2 and signal ground at terminal 5. The scan tool will power up with the ignition off. Many
modules, however, will not communicate unless the Body Control Module (BCM) detects that the
ignition is on and sends the appropriate power mode message.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table. 1. The CLSTR/BCM fuse
supplies power to terminal 16 of the DLC. 4. The battery positive voltage and ground circuits of the
DLC are functioning properly. The malfunction must be due to the scan tool.
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Information Bus: Scan Tool Testing and Procedures
Diagnostic Chart
Refer to Data Link Communications Schematic, and Data Link Communications Schematic in Data
Link Communications.
CIRCUIT DESCRIPTION
Modules connected to the Class II serial data circuit monitor for serial data communications during
normal vehicle operation. Operating information and commands are exchanged among the
modules. Connecting a scan tool to the DLC allows communication with the modules for diagnostic
purposes. Diagnostic Trouble Codes (DTCs) may be set due to this symptom and during this
diagnostic procedure. Complete the diagnostic procedure in order to ensure all the DTCs are
diagnosed and cleared from memory.
DIAGNOSTIC AIDS
^ When the Class II serial data circuit is shorted to ground, U1300 or U1305 will be set. Refer to
DTC U1300 Class 2 Data Link Low or DTC U1305 Class 2 Data Link Low or High. See: See:
^ When the Class II serial data circuit is shorted to battery positive voltage U1301 or U1305 will be
set. Refer to DTC U1301 Class 2 Data Link High or DTC U1305 Class 2 Data Link Low or High.
See: See:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component
Information > Specifications
Knock Sensor: Specifications
knock Sensor 19 Nm
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Information > Locations > Component Locations
Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
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Knock Sensor: Connector Locations
Left Front Of Engine
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Locations View
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Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Knock Sensor (KS) 1
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Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Knock Sensor > Component
Information > Description and Operation > General Information
Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
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Malfunction Indicator Lamp: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Malfunction Indicator Lamp: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5266
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5267
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5268
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5269
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5270
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5271
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5272
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5273
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5275
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5276
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5277
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Diagrams > Diagram Information and Instructions > Page 5278
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Diagram Information and Instructions > Page 5279
Equivalents - Decimal And Metric (Part 2 Of 2)
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Component Information > Diagrams > Diagram Information and Instructions > Page 5280
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Description and Operation > Malfunction Indicator Lamp (MIL) - Description
Malfunction Indicator Lamp: Description and Operation Malfunction Indicator Lamp (MIL) Description
The Service Engine Soon/Malfunction Indicator Lamp (MIL) is located in the Instrument Panel (IP)
Cluster. The MIL is controlled by the PCM and is used to indicate that the PCM has detected a
condition that affects vehicle emissions, may cause powertrain damage, or severely impacts
driveability.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Malfunction Indicator Lamp >
Component Information > Description and Operation > Malfunction Indicator Lamp (MIL) - Description > Page 5283
Malfunction Indicator Lamp: Description and Operation Malfunction Indicator Lamp (MIL) Operation
The Malfunction Indicator Lamp (MIL) is located on the instrument panel and is displayed as
CHECK ENGINE lamp.
MIL Function ^
The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for
service as soon as possible
^ The MIL illuminates during a bulb test and a system test
^ A DTC will be stored if a MIL is requested by the diagnostic
MIL Illumination ^
The MIL will illuminate with ignition ON and the engine OFF
^ The MIL will turn OFF when the engine is started
^ The MIL will remain ON if the self-diagnostic system has detected a malfunction
^ The MIL may turn OFF if the malfunction is not present
^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the
ignition switch is ON.
^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition
switch is cycled OFF, then ON.
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Malfunction Indicator Lamp: Service and Repair
SERVICE ENGINE SOON INDICATOR
If this light is on, it indicates a problem in one of the electronically monitored systems. This light
does NOT come on at certain mileage intervals. There is probably a Engine Control Module (ECM)
or a Body Control Module (BCM) Code set that will aid you in diagnosis.
Reset Procedure
The only way to get the light to go off is to clear the ECM or BCM code(s). This light can NOT be
reset or shut off any other way. ECM/BCM codes should be read & repaired before clearing them.
SERVICE VEHICLE SOON INDICATOR
If this light is on, it indicates a problem in one of the electronically monitored systems (a
non-emissions related powertrain malfunction). This light does NOT come on at certain mileage
intervals. There is probably a Engine Control Module (ECM) or a Body Control Module (BCM) Code
set that will aid you in diagnosis.
Reset Procedure
The only way to get the light to go off is to clear the ECM or BCM code(s). This light can NOT be
reset or shut off any other way. ECM/BCM codes should be read & repaired before clearing them.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Absolute Pressure
(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Specifications
Manifold Absolute Pressure (MAP) Sensor: Specifications
Manifold Absolute Pressure (MAP) Sensor Retaining Bolt 3 Nm
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(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Specifications > Page 5288
Manifold Absolute Pressure (MAP) Sensor: Locations
Locations View
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(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Specifications > Page 5289
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Absolute Pressure
(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Diagrams > Diagram Information and
Instructions
Manifold Absolute Pressure (MAP) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Diagrams > Diagram Information and
Instructions > Page 5292
Electrical Symbols (Part 1 Of 4)
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(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Diagrams > Diagram Information and
Instructions > Page 5293
Electrical Symbols (Part 2 Of 4)
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(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Diagrams > Diagram Information and
Instructions > Page 5294
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Absolute Pressure
(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Diagrams > Diagram Information and
Instructions > Page 5295
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Manifold Absolute Pressure
(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Diagrams > Diagram Information and
Instructions > Page 5296
Manifold Absolute Pressure (MAP) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Instructions > Page 5305
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Instructions > Page 5306
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Instructions > Page 5307
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Instructions > Page 5308
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Instructions > Page 5309
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Instructions > Page 5310
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Instructions > Page 5311
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Instructions > Page 5312
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Instructions > Page 5313
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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(MAP) Sensor <--> [Manifold Pressure/Vacuum Sensor] > Component Information > Diagrams > Diagram Information and
Instructions > Page 5314
This service manual uses various symbols in order to describe different service operations.
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Instructions > Page 5315
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Instructions > Page 5316
Equivalents - Decimal And Metric (Part 1 Of 2)
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Instructions > Page 5317
Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 5318
Manifold Air Pressure (MAP) Sensor
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Instructions > Page 5319
Schematic
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Manifold Absolute Pressure (MAP) Sensor: Description and Operation
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure
(vacuum). The MAP sensor signal voltage to the PCM varies from below 2.0 volts at idle (high
vacuum) to above 4.0 volts with the key ON, and the engine OFF, or at wide open throttle (low
vacuum).
The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test
diagnostic is being run, Refer to DTC P0401 Exhaust Gas Recirculation (EGR) Flow Insufficient, to
determine engine vacuum level for other diagnostics and to determine Barometric Pressure
(BARO).
If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107
Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage will be set. A signal voltage higher
than the possible range of the sensor will set DTC P0108 Manifold Absolute Pressure (MAP)
Sensor Circuit High Voltage. An intermittent low or high voltage will set DTC P1107 Manifold
Absolute Pressure (MAP) Sensor Circuit Intermittent Low Voltage or DTC P1106 Manifold Absolute
Pressure (MAP) Sensor Circuit Intermittent High Voltage respectively. The PCM can also detect a
shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on
throttle position and various engine load factors
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Manifold Absolute Pressure (MAP) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Disconnect the MAP sensor from the bracket. 2. Disconnect the MAP inlet vacuum hose. 3.
Disconnect the MAP sensor electrical connector.
INSTALLATION PROCEDURE
1. Connect the MAP sensor electrical connector. 2. Connect the inlet vacuum hose. 3. Position the
MAP sensor to bracket and tighten fasteners.
Tighten Tighten the MAP sensor fasteners to 3 N.m (27 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oil Level Sensor For ECM >
Component Information > Locations
Oil Level Sensor For ECM: Locations
Front center of the engine oil pan.
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Component Information > Locations > Page 5325
Engine Oil Level Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oil Pressure Sensor >
Component Information > Locations
Oil Pressure Sensor: Locations
Left Front Of Engine
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Component Information > Locations > Page 5329
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Specifications
Oxygen Sensor: Specifications
Heated Oxygen Sensors 41 Nm
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Component Information > Locations > Component Locations
Oxygen Sensor: Component Locations
Locations View
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Component Information > Locations > Component Locations > Page 5335
Locations View
Heated Oxygen Sensor 1 (HO2S1)
Rear of the engine, in the exhaust manifold.
Heated Oxygen Sensor 2 (HO2A2)
In the exhaust system, behind the catalytic converter.
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Component Information > Locations > Component Locations > Page 5336
Oxygen Sensor: Connector Locations
Locations View
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Component Information > Locations > Component Locations > Page 5337
Locations View
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions
Oxygen Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Component Information > Diagrams > Diagram Information and Instructions > Page 5340
Electrical Symbols (Part 1 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 5341
Electrical Symbols (Part 2 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 5342
Electrical Symbols (Part 3 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 5343
Electrical Symbols (Part 4 Of 4)
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Component Information > Diagrams > Diagram Information and Instructions > Page 5344
Oxygen Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5353
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5354
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5355
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5356
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5357
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5358
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5359
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5360
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5361
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5362
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5363
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5364
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5365
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5366
Oxygen Sensor: Connector Views
Heated Oxygen Sensor (HO2S2) 1
Heated Oxygen Sensor (HO2S2) 2
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 5367
Oxygen Sensor: Electrical Diagrams
Schematic
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Description and Operation > Fuel Control Heated Oxygen Sensor (HO2S 1)
Oxygen Sensor: Description and Operation Fuel Control Heated Oxygen Sensor (HO2S 1)
Fuel Controlled Heated Oxygen Sensor (H02S 1)
The fuel control Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can
monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas
reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from
approximately 100 mV (high oxygen content lean mixture) to 900 mV (low oxygen content rich
mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the
voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the
injectors (lean mixture low HO2S voltage = rich command, rich mixture high HO2S voltage = lean
command).
The HO2S 1 circuit, if open, should set a DTC P0134 HO2S Circuit Insufficient Activity Sensor 1
and the scan tool will display a constant voltage between 400-500 mV. A constant voltage below
300 mV in the sensor circuit (circuit grounded) should set DTC P0131 HO2S Circuit Low Voltage
Sensor 1, while a constant voltage above 800 mV in the circuit should set DTC P0132 HO2S
Circuit High Voltage Sensor 1. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set.
The PCM can also detect HO2S response problems. If the response time of an HO2S is
determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Description and Operation > Fuel Control Heated Oxygen Sensor (HO2S 1) > Page 5370
Oxygen Sensor: Description and Operation Catalyst Monitor Heated Oxygen Sensor (HO2S 2)
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and oxides of nitrogen (NOx),
a three-way catalytic converter is used. The catalyst within the converter promotes a chemical
reaction which oxidizes the HG and CO present in the exhaust gas, converting them into harmless
water vapor and carbon dioxide. The catalyst also reduces NOx, converting it to nitrogen. The PCM
has the ability to monitor this process using the HO2S 1 and the HO2S 2. The HO2S 1 produces
an output signal which indicates the amount of oxygen present in the exhaust gas entering the
three-way catalytic converter. The HO2S 2 produces an output signal which indicates the oxygen
storage capacity of the catalyst, this in turn indicates the catalysts ability to convert exhaust gases
efficiently. If the catalyst is operating efficiently, the HO2S 1 signal will be far more active than that
produced by the HO2S 2.
The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2
main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output
indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of
time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for
catalyst monitoring.
A problem with the HO2S 2 signal circuit should set DTC P0137 HO2S Circuit Low Voltage Sensor
2, DTC P0138 HO2S Circuit High Voltage Sensor 2, or DTC P0140 HO2S Circuit Insufficient
Activity Sensor 2, depending on the specific condition. A fault in the heated oxygen sensor heater
element or its ignition feed or ground will result in slower oxygen sensor response. This may cause
erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause
DTC P0141 HO2S Heater Performance Sensor 2 to set.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Service and Repair > Heated Oxygen Sensor (HO2S) Replacement (HO2S1)
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S1)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S1)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Disconnect the electrical connector.
IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
3. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S1)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N
5613695, or equivalent if necessary. 2. Install the heated oxygen sensor.
Tighten Tighten the HO2S 1 (Pre-catalytic converter) to 41 N.m (30 lb ft).
3. Connect the HO2S1 sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Oxygen Sensor >
Component Information > Service and Repair > Heated Oxygen Sensor (HO2S) Replacement (HO2S1) > Page 5373
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S2)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S2)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle Lifting. 3.
Disconnect the sensor electrical connector.
IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
4. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S2)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound PIN
5613695, or equivalent if necessary.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Using J 39194-B heated oxygen sensor socket install the heated oxygen sensor.
Tighten Tighten the HO2S2 to 41 N.m (30 lb ft).
3. Connect the HO2S2 sensor electrical connector. 4. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins >
Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set
Body Control Module: Customer Interest BCM - Security Lamp ON/No Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins >
Customer Interest: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set > Page 5383
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins >
Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648
Body Control Module: Customer Interest Body Control Module - MIL ON/DTCs B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins >
Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 5388
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins >
Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 5389
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins >
Customer Interest: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 5390
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set
Body Control Module: All Technical Service Bulletins BCM - Security Lamp ON/No Crank/DTC's
Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set > Page 5396
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 04-08-52-001 > Feb > 04 > Keyless Entry - BCM Set-Up Programming
Body Control Module: All Technical Service Bulletins Keyless Entry - BCM Set-Up Programming
Bulletin No.: 04-08-52-001
Date: February 25, 2004
INFORMATION
Subject: Set-up/Programming BCM for Remote Keyless Entry (RKE)
Models: 2000-2004 Chevrolet Impala, Monte Carlo
In the past, when replacing the BCM on the above listed vehicles, the module had to be set-up to
ensure the RKE was initiated. The RKE option RPO may not have been called out individually on
the SPID label when the RKE option was part of an option package. This would often lead to this
option being missed during BCM set-up and leading to an inoperative RKE feature.
The new BCM, P/N 10350647, currently available, will automatically toggle the RKE function on
during initiation of the module. Therefore, it is no longer necessary to turn on the RKE. Just leave it
on regardless if the vehicle is equipped with RKE or not. This will prevent an incorrect set-up
causing this feature to become inoperative. This new BCM will also remedy a situation where some
older BCMs would not remember the horn chirp setting, short or long, after going into sleep mode.
Also, this new BCM will not lock the settings until after 32 key cycles compared to 15 key cycles on
older BCMs. So, if a mistake is made during the initial set-up, you can re-set the module.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648
Body Control Module: All Technical Service Bulletins Body Control Module - MIL ON/DTCs
B2647/B2648
File In Section: 08 - Body and Accessories
Bulletin No.: 00-08-47-002
Date: September, 2000
Subject: Service Vehicle Soon (SVS) Message, DTC B2647 and/or B2648 Set (Replace Body
Control Module)
Models: 2000 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint Y9255551
Condition
Some customers may comment about a "Service Vehicle Soon" message displayed, which may or
may not store diagnostic codes (DTCs) B2647 and/or B2648.
Cause
The headlamp auto control ambient light sensor sends a brief voltage spike to the body control
module (BCM) during engine crank, which may be detected as a fault by the BCM. This may initiate
the SVS message. This voltage is considered a normal condition of the ambient light sensor.
Correction
Replace the body control module (BCM) to correct this condition.
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
^ The vehicle will not be protected against theft by the Passlock(TM) system.
^ The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated. Begin the service procedure with the original BCM in the
vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 5405
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (* )You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 5406
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY CONTROL
MODULE.
47. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
48. Select Set Options and press Enter.
49. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
50. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
51. Select Set Option Configuration and press Enter.
52. Press the key under the highlighted Done area of the Tech 2 display.
53. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
54. Exit back to the Main Menu screen.
55. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
56. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
57. Turn the ignition switch to OFF and wait 15 seconds.
58. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
59. The Security and Battery messages will begin toggling.
60. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
61. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 00-08-47-002 > Sep > 00 > Body Control Module - MIL ON/DTCs B2647/B2648 > Page 5407
62. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
63. The Security and Battery messages will begin toggling.
64. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
65. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
66. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
67. The Security and Battery messages will begin toggling.
68. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
69. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
70. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Parts Information
The BCM part number has not changed, but the new BCM should have a code GMAB139 or higher
on the label.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure
Body Control Module: All Technical Service Bulletins BCM - Related Service, Theft Deterrent
Relearn Procedure
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057A
Date: May, 2000
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
This bulletin is being revised to update the service procedure and the labor time information.
Please discard Corporate Bulletin Number 99-06-O4-057 (Section 6 - Engine/Propulsion System).
BCM replacement is not complete until the BCM is configured to the vehicle and the vehicle theft
deterrent re-learn is completed. Without BCM configuration, the radio will display locked (Theft
Lock Enabled) and the vehicle's engine will not crank (Vehicle Theft Deterrent Enabled). The radio
theft lock system compares the VIN in the BCM with the VIN in the radio. If the VIN was not
entered in the BCM at the time of replacement/configuration, the radio will display "Locked". If the
vehicle theft deterrent procedure is not completed properly, the engine will not crank when the key
is turned to the crank position.
Important:
If the module is not properly configured within twenty (20) key cycles (including the VIN), the
module will lock and configuring will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reconfigured.
When replacing the BCM, a critical component of the procedure requires a configuring of the BCM.
To configure the BCM, follow all of the steps in the procedure listed below.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "set-up new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Configuring of the BCM requires the use of the Tech 2 scan tool.
Ensure that the Tech 2 has been updated.
Begin the service procedure with the original BCM in the vehicle.
1. Set the parking brake. This will keep the headlamps and/or the daytime running lamps OFF.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the ignition key to the ON/RUN position. Do not start the engine.
4. Press the Power key on the Tech 2.
5. Press the Enter key on the Tech 2.
6. Select Diagnostics and press Enter.
7. Select Model Year 2000 and press Enter.
8. Select Passenger Car and press Enter.
9. Select Body and press Enter.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Technical Service Bulletins > All
Technical Service Bulletins: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure >
Page 5412
10. Select W as the Car Product Line and press Enter.
11. Select Chevrolet and press Enter.
12. Select the proper vehicle and press Enter.
13. Select Body Control Module and press Enter.
14. Select Special Functions and press Enter.
15. Select Set Options and press Enter.
16. Select Set Option Configuration and press Enter.
17. Press the key under the highlighted Done area of the Tech 2 display.
18. The setting option screen will display the options currently set in this vehicle. Record the Tech 2
display of the special options highlighted with an asterisk (*) You will need to re-enter this
information in a later step.
19. Press the key under the highlighted Save Options area on the Tech 2 screen. A Loss of
Communications message will display on the Tech 2 (ignore this message).
20. Press Exit.
21. Turn the ignition key to the OFF position.
22. Disconnect the Tech 2 from the vehicle's DLC.
23. Remove the LH sound insulator panel located under the dash.
24. Disconnect the three BCM wiring connectors.
25. Remove the BCM from the vehicle.
26. Install the new BCM in the vehicle.
27. Connect the three wiring harness connectors to the BCM.
28. Install the LH sound insulator panel.
29. Connect the Tech 2 scan tool to the DLC.
30. Turn the ignition key to the ON/RUN position.
31. Press the Power key on the Tech 2.
32. Press the Enter key on the Tech 2.
33. Select Diagnostics and press Enter.
34. Select Model Year 2000 and press Enter.
35. Select Passenger Car and press Enter.
36. Select Body and press Enter.
37. Select W as the Car Product Line and press Enter.
38. Select Chevrolet and press Enter.
39. Select the proper vehicle and press Enter.
40. Select Body Control Module and press Enter.
41. Select Special Functions and press Enter.
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Technical Service Bulletins: > 99-06-04-057A > May > 00 > BCM - Related Service, Theft Deterrent Relearn Procedure >
Page 5413
42. Select New VIN and press Enter.
43. Enter the correct VIN.
44. Press Exit until you are back to the Special Functions screen.
45. Select BCM Programming and press Enter.
46. Select Set-Up BCM. Press the key under the highlighted Set-Up BCM on the Tech 2.
47. The Tech 2 will display the following message: NOW SETTING UP THE NEW BODY
CONTROL MODULE.
48. A Body Control Setup Complete message will appear on the display. Press the key under the
highlighted Exit.
49. Select Set Options and press Enter.
50. Select Point of Sale and press Enter. The setting options screen will appear again. Press the
key under the highlighted Done again.
51. Select Domestic under Point of Sale. Press the key under the Save option area on the screen.
52. Select Set Option Configuration and press Enter.
53. Press the key under the highlighted Done area of the Tech 2 display.
54. Select the options you recorded from the original BCM in Step 18. Highlight the option by using
the arrow keys on the Tech 2. Press Enter to place an asterisk (*) in front of the option. When all
the options have been selected, press the key under the highlighted Save Options area on the
Tech 2.
55. Exit back to the Main Menu screen.
56. Remove the Tech 2 from the DLC and the vehicle.
Important:
Perform the following theft deterrent re-learn procedure when one or more of the following
conditions has occurred:
^ The BCM has been replaced or reprogrammed (set-up, configured).
^ The ignition key cylinder assembly has been replaced.
57. You MUST perform the following manual theft deterrent re-learn procedure. The required
procedure has a special step that must be completed or the theft re-learn will not work.
58. Turn the ignition switch to OFF and wait 15 seconds.
59. Turn the ignition switch to START. Hold it in this position until the instrument cluster telltale
lamps illuminate (approximately seven seconds). Then release the ignition switch to the RUN
position (the engine will not crank).
60. The Security and Battery messages will begin toggling.
61. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
62. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
63. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then release the ignition switch to the RUN position (the
engine will not crank).
64. The Security and Battery messages will begin toggling.
65. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
66. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
67. Turn the ignition switch to START and hold it in this position until the instrument cluster telltales
illuminate (approximately seven seconds). Then
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Page 5414
release the ignition switch to the RUN position (the engine will not crank).
68. The Security and Battery messages will begin toggling.
69. The ignition key must NOT be disturbed for the next 10 minutes. When the 10 minute time
period has elapsed, the Security/Battery telltale will become a solid battery-only lamp.
70. Turn the ignition to OFF. With the PRNDL display off, wait five seconds.
71. Turn the ignition switch to ON and wait 15 seconds before starting the engine.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation
Description Labor Time
N4800 Computer (Control), Body - 1.1 hrs
Replace and Program
Disclaimer
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Technical Service Bulletins: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent Relearn
Body Control Module: All Technical Service Bulletins BCM - Related Service. Theft Deterrent
Relearn
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-057
Date: November, 1999
INFORMATION
Subject: Body Control Module (BCM) Related Service, Theft Deterrent Re-Learn Procedure
Models: 2000 Chevrolet Impala, Monte Carlo
BCM replacement requires that a programming function be performed. If the BCM is not properly
programmed, the vehicle may not start because the Theft Lock System will be enabled.
Important:
If the module is not properly programmed within twenty (20) key cycles (including the VIN), the
module will lock and programming will not be allowed. For this reason, replacing the module with a
module from another vehicle will not work. They cannot be reprogrammed.
When replacing the BCM, a critical component of the procedure requires a programming of the
BCM. To program the BCM, follow all of the steps in the procedure listed.
Important:
Before starting this procedure, read through it carefully and completely.
The BCM will not function properly if the "setup new" BCM procedure is not performed correctly.
Also, perform the theft deterrent re-learn procedure. If this is not performed, the following
conditions will occur:
- The vehicle will not be protected against theft by the Passlock(TM) system.
- The engine will not crank or start.
Programming of the BCM requires the use of the Tech 2 scan tool.
1. Insure that the key (or ignition) switch is in the LOCK position with the ignition off.
2. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
3. Turn the key to the ON position.
4. The following items all refer to the Tech 2 scan tool inputs:
^ Select Diagnostics and answer the questions when prompted by the Tech 2.
^ Select Body Control Module (BCM).
^ Select Special Functions.
^ Select New VIN and input the required data.
^ Exit back to the Special Functions menu.
5. Select BCM Programming.
6. Press the YES key when the following message is displayed: Do you want to setup a body
control module?
7. The Tech 2 will then display the following message: Now setting up the New Body Control
Module.
8. When the BCM has been setup successfully, the Tech 2 will display this message: Body Control
Module setup is complete.
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THIS MEANS THAT THE TECH 2 HAS SET THE BCM TO ACCEPT THE CORRECT
INFORMATION. THIS IS NOT THE END OF THE PROGRAMMING PROCEDURE.
9. Exit back to the Special Functions menu.
10. Select Set Options.
11. Input all of the required data as prompted by the Tech 2.
12. Exit back to the Special Functions menu.
13. Select Option Configuration.
14. Input all of the required data as prompted by the Tech 2.
15. When the BCM, VIN, Point of Sale and option configuration have been entered, proceed with
the Theft Deterrent Re-Learn Procedure.
IF THE TECH 2 DISPLAYS "UNABLE TO PROGRAM THE BCM", THE BCM IS LOCKED.
TWENTY KEY CYCLES HAVE OCCURRED SINCE THE MODULE WAS INSTALLED AND
VOLTAGE WAS SUPPLIED TO THE MODULE SO THE MODULE MUST BE REPLACED AND
THIS PROCEDURE MUST BE REPEATED IN ITS ENTIRETY.
Important:
Programming of the BCM removes any personalization settings the customer may have previously
set. Inform the customer the personalization settings will have to be reset.
Theft Deterrent Re-Learn
Important:
Perform the Theft Deterrent Re-Learn Procedure when one or more of the following conditions has
occurred.
- The BCM has been replaced or re-programmed (Set-up) (Configured).
- The ignition key cylinder assembly has been replaced.
The Theft Deterrent Re-Learn Procedure can be accomplished two different ways depending on
the equipment you have available.
^ Using The Techline equipment and the Tech 2 scan tool.
^ Without Techline Equipment of any kind. This procedure takes 30 minutes and must not be
shortened.
USING TECHLINE EQUIPMENT AND THE TECH 2 SCAN TOOL
1. If you disconnected the scan tool from the DLC, perform the following 3 steps. If it is still
connected, proceed to step 5.
2. Ensure that the key (or ignition) switch is in the LOCK position with the ignition off.
3. Connect the Tech 2 scan tool to the Data Link Connector (DLC).
4. Turn the key to the ON position.
5. From the Main Menu screen of the Tech 2, select Service Programming.
6. Enter the requested information.
7. Select Request Info.
8. When the Tech 2 finishes gathering the information, disconnect the Tech 2 from the DLC.
9. Connect the Tech 2 to the Techline terminal.
10. Select Service Programming System (SPS).
11 Select Terminal to Tech 2 programming.
12. Select Done.
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Technical Service Bulletins: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 5420
13. Follow the instructions displayed on the Techline terminal for hand-held communications set-up
screen.
14. Select Theft Module Re-Learn.
15. Select program at the summary screen. The terminal will now download information into the
Tech 2.
16. Disconnect the Tech 2 from the Techline terminal.
17. Re-connect the Tech 2 to the DLC.
18. At the Scan Tool Main Menu, select Service Programming.
19. Answer the Tech 2 question.
20. Select Re-Learn.
21. The PCM and BCM are now prepared for the Re-Learn procedure to begin.
22. An internal security timer will now start. The security timer is 10 minutes in duration.
Important:
During this 10 minute period, the scan tool must NOT be disconnected from the vehicle.
Does the Tech 2 display any kind of message telling you to proceed?
23. Turn the ignition switch to the OFF position.
24. Start the engine. The engine should start and continue to run.
25. The Theft Re-Learn procedure is complete. Look for any DTCs which may have been set
during this procedure. If codes were set, clear them now. Remove the Tech 2 from the vehicle.
WITHOUT TECHLINE EQUIPMENT OF ANY KIND
This procedure takes 30 minutes and must not be shortened.
1. Ensure that the battery is fully charged before starting this procedure.
2. Turn the ignition switch to the OFF position.
3. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
4. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
5. Turn the ignition switch to the OFF position for 5 seconds.
6. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
7. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
8. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will not start.
9. The security light will come on and stay on for approximately 10 minutes. When the security light
goes out, proceed to the next step.
10. Turn the ignition switch to the OFF position for 5 seconds.
11. Rotate the ignition switch all the way to the START position then back to the RUN position. The
engine will now start.
12. Using the Tech 2, look for a Clear All Trouble Codes (DTCs).
Warranty Information
For vehicles repaired under warranty, use:
Operation
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Technical Service Bulletins: > 99-06-04-057 > Nov > 99 > BCM - Related Service. Theft Deterrent Relearn > Page 5421
Labor Description Labor Time
N4800 Computer (Control), Body - 0.7 hr
Replace and Program
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Service Bulletins for Body Control Module: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON
Coolant Level Sensor: All Technical Service Bulletins Instruments - Low Coolant Indicator Always
ON
Bulletin No.: 04-06-02-007
Date: August 11, 2004
TECHNICAL
Subject: Low Engine Coolant Level Indicator Always On (Diagnose Low Coolant Level System
Operation/Check Sensor for Oil Contamination)
Models: 2000-2002 Buick Century, Regal 2000-2001 Chevrolet Lumina 2000-2002 Chevrolet
Impala, Monte Carlo 2000-2002 Pontiac Grand Prix 2000-2002 Oldsmobile Intrigue
Condition
Some customers may comment that the low engine coolant level indicator is always illuminated.
Cause
The cause of this condition may be due to engine oil contaminating the coolant. Possible sources
of oil contamination are internal engine leaks, improper service procedures, or the addition of some
types of anti-leak additives to the cooling system. Once in the coolant, the oil leaves deposits on
the level sensor creating an insulating film. This film results in a false activation of the coolant level
indicator.
Correction
Diagnose low coolant level system operation and check the sensor for oil contamination using the
procedure listed below.
Important:
No coolant supplements should be used in GM cooling systems, other than what is approved and
recommended by GM. The use of "aftermarket" over-the-counter sealing and cooling supplements
may affect the operation of the low coolant level sensor. Discoloration of the coolant recovery bottle
is normal and does not necessarily indicate that coolant contamination is present. Flush cooling
system only when instructed by this bulletin.
1. Verify that the coolant is at proper level in the radiator and the coolant recovery bottle. If the
coolant is low, add proper amount of 50/50 water and DEX-COOL(R) mixture. If the low coolant
light operates properly, diagnose the cooling system for loss of coolant as outlined in SI. DO NOT
proceed further with this bulletin.
2. Remove the low coolant level sensor. Refer to Coolant Level Module Replacement in the Engine
Cooling sub-section.
3. With the key on, the engine off and the coolant level sensor disconnected from the vehicle wiring
harness, observe the low coolant light:
^ Light is on - Chassis wiring or instrument cluster concern. Follow the appropriate diagnostic
information in SI.
^ Light is out - Proceed to Step 4.
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Service Bulletins for Body Control Module: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON >
Page 5427
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
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Service Bulletins for Body Control Module: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON >
Page 5428
For vehicles repaired under warranty, use the table.
Disclaimer
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Service Bulletins for Body Control Module: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON >
Page 5434
4. With the key off, connect the coolant level sensor into the vehicle's wiring harness. Connect a
ground wire (1) to the battery negative terminal. Using a sharp probe (3) attached to the ground
wire, ground the coolant sensor probe (2) as shown in the illustration. Make sure a good contact is
made. With the key on and the engine off, observe the low coolant light for at least 15 seconds.
^ Light is on - Replace the low coolant sensor and re-check system operation.
^ Light is out - Proceed to Step 5.
5. Using a small wire brush or emery cloth, polish the low coolant level sensor probe to remove any
film or oxidation. The probe should be a bright brass color when finished. Use Brake Parts Cleaner
to flush removed deposits from the low coolant sensor probe. Re-install the low coolant sensor into
the vehicle and proceed to Step 6.
6. Flush the cooling system and install new DEX-COOL(R) mixture as outlined in the SI. Check the
vehicle's warranty history to determine if any engine gasket had recently been changed. If there
has not been a recent gasket replacement, locate and repair the source of the engine oil
contamination.
Warranty Information
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Service Bulletins for Body Control Module: > 04-06-02-007 > Aug > 04 > Instruments - Low Coolant Indicator Always ON >
Page 5435
For vehicles repaired under warranty, use the table.
Disclaimer
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Locations > Component Locations
Body Control Module: Component Locations
Locations View
LH side of the instrument panel, above parking brake.
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Page 5438
Locations View
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Instructions
Body Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Instructions > Page 5441
Electrical Symbols (Part 1 Of 4)
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Instructions > Page 5442
Electrical Symbols (Part 2 Of 4)
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Instructions > Page 5443
Electrical Symbols (Part 3 Of 4)
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Instructions > Page 5444
Electrical Symbols (Part 4 Of 4)
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Instructions > Page 5445
Body Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Instructions > Page 5463
This service manual uses various symbols in order to describe different service operations.
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Instructions > Page 5464
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5465
Equivalents - Decimal And Metric (Part 1 Of 2)
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Instructions > Page 5466
Equivalents - Decimal And Metric (Part 2 Of 2)
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5467
Body Control Module: Connector Views
Body Control Module, C1
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Instructions > Page 5468
Body Control Module, C2
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Instructions > Page 5469
Body Control Module, C3
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Instructions > Page 5470
Body Control Module: Electrical Diagrams
Body Control Module Schematics: Door Lock Switches, LH Front Door Lock Assembly
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5471
Body Control Module Schematics: DRL Relay, Backup Relay And Ambient Light Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5472
Body Control Module Schematics: Headlamp Switch, Ignition Key Alarm Switch, Surveillance
Switch And Park Brake Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5473
Body Control Module Schematics: Headlamp Dimmer Switch, Headlamp Relay, Parklamp Relay
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Instructions > Page 5474
Body Control Module Schematics: HORN Relay FOG LP Relay And Fog Lamp Switch
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Instructions > Page 5475
Body Control Module Schematics: Interior Lights (Part 1 Of 2)
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Instructions > Page 5476
Body Control Module Schematics: Interior Lights (Part 2 of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Instructions > Page 5477
Body Control Module Schematics: Power, Grounds and RAP Relay
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5478
Body Control Module Schematics: Brake Transaxle Shift Interlock Control, Rear Compartment Lid
Release And Remote Control Door Lock Receiver
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5479
Body Control Schematics: Rear Defog Relay, Door Lock Cylinder Switches
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5480
Body Control Module Schematics: RF And Rear Door Lock Assemblys
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Diagrams > Diagram Information and
Instructions > Page 5481
Body Control Module Schematics: SEO Rear Compartment Lid Relay
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Instructions > Page 5482
Body Control Module Schematics: Traction Control Switch
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Description and Operation > Circuit
Description
Body Control Module: Description and Operation Circuit Description
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO AUO, UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
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Description > Page 5485
^ Remote alarm.
^ Feature customization of remote activation verification.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
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Description > Page 5486
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state. The BCM enters the
sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine
The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values
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Description > Page 5487
match, the BCM sends a fuel enable password via the Class 2 serial data link to the Powertrain
Control Module (PCM). As a result, the PCM enables the crank relay, and allows fuel delivery to
the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
Retained Accessory Power (RAP)
The Accessory Power (RAP) feature allows the operation of the following functions for 10 minutes
(or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
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Description > Page 5488
Body Control Module: Description and Operation System Operation
General Information
The Body Control Module (BCM) is capable of accomplishing multiple body control functions.
Components directly connected to the BCM are controlled by the BCM's outputs. The BCM can
control its outputs based on input information it obtains from sensors and switches that are directly
connected to the BCM, or by borrowing information from other vehicle systems connected to the
Class 2 serial data link. The BCM evaluates this information and controls certain body systems by
commanding an output on or off.
The BCM is also capable of commanding other vehicle systems to control functions that are not
directly wired and/or controlled by the BCM. The BCM accomplishes this task by sending specific
messages on the Class 2 serial data link. The vehicle system capable of performing such function
will respond to the BCM message.
The BCM performs these functions:
^ Audible warnings.
^ Interior lighting.
^ Automatic door locks.
^ Keyless entry (AUO option)
^ Passlock theft deterrent.
^ Content Theft (UA6 option)
^ Retained Accessory Power (RAP)
RPO UA6, AUO: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Audible Warnings
^ Key in ignition reminder.
^ Fasten seat belt reminder.
^ Fasten belts indicator control.
^ Parking brake reminder.
^ Turn signal reminder.
^ Low fuel reminder.
^ Headlamps ON reminder.
^ Last door closed locking confirmation.
^ Feature customization.
Interior Lighting
^ Interior illumination control.
^ Delayed illumination.
^ Illuminated entry.
^ Exit illumination.
^ Theater dimming.
^ Keyless entry unlock illumination.
^ Inadvertent load (battery rundown) protection.
Automatic Door Locks
^ All door unlock.
^ All door lock.
^ Last door closed locking.
^ Lockout prevention.
^ Lockout prevention override.
^ Shift into PARK unlock.
^ Shift out of PARK lock.
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
Keyless Entry
^ Remote driver door unlock.
^ Remote all door unlock.
^ Remote all door lock.
^ Remote activation verification.
^ Remote alarm.
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Description > Page 5489
^ Feature customization of remote activation verification.
BCM Wake-Up/Sleep State
The BCM performs its functions in the wake-up state. The BCM enters the sleep state when active
control or monitoring of system malfunctions has stopped, or when the BCM is idling. The BCM
must detect certain wake-up inputs before entering the wake-up state. The BCM monitors its inputs
during the sleep state, allowing the BCM to switch between the two states, awake or asleep.
The BCM enters the wake-up state when receiving activity on any of these inputs:
^ I/P dimmer switch.
^ Door lock (ajar) switch.
^ Door lock switch.
^ A keyless entry system signal.
^ Inadvertent power (battery rundown) protection transition.
^ The ignition is turned to the LOCK, ACCESSORY or the ON position.
The sleep state is when the BCM has stopped active control and monitoring of system functions
and has become idle again. For the BCM to enter the wake-up state, the BCM must detect a
wake-up condition, mentioned previously. These conditions are called wake-up inputs that cause
the BCM to change from a sleep to a wake-up state and begin active control and monitoring. The
BCM has the ability to monitor for these wake-up inputs in the sleep state.
The BCM enters the sleep state when all of these conditions exist:
^ No activity on the Class 2 serial data link.
^ The ignition switch is in the OFF position.
^ The BCM is not commanding any outputs.
^ No delay timers are actively counting (during theft deterrent re-learn).
^ No wake-up inputs are present.
Content Theft (UA6 Option)
The Body Control Module features a content theft deterrent system which is designed to defer
vehicle vandalism and theft. The content theft deterrent system performs these functions:
^ Flashes the headlamps
^ Sounds the horns
^ Disables fuel delivery to the engine The BCM monitors the following:
^ Status of the doors
^ Lock cylinders
^ Rear compartment lid
^ Power door locks
^ The keyless entry system
The BCM operates the headlamps, horns and the theft deterrent indicator, thats in the radio,
according to the mode of operation the system is in. The BCM also communicates a fuel enable
signal to the Powertrain Control Module (PCM) when the system is armed. Refer to Content Theft
Deterrent (CTD) Operation in Theft Deterrent for more information.
RPO UA6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Power Requirements
The BCM has three main voltage feeds and two grounds. The voltage feed circuits are used to
provide power for the BCM's logic, courtesy lights, internal driver operation and the door locks.
BCM Inputs
The following components provide direct input to the BCM, plus other systems can use this input
information in order to carry out certain functions:
^ A/C Request: Provides the BCM with a request signal to command the A/C compressor through
the PCM via Class 2 serial data.
^ BCM Ground: Provides ground for BCM operation.
^ BCM Power: Provides voltage for BCM operation.
^ Courtesy Lights On: Provides the driver the ability to request illumination of the vehicle interior.
^ Crank Signal: Determines when the ignition switch is in the start position.
^ Dome Lamp Switch Input: Determines when the dome lamp switch (Headlamp Switch) is closed
to request the dome lamp on.
^ Door Lock Switch: Door lock switch request to lock and unlock the vehicle doors.
^ Door Locks: Provides voltage for door lock actuator operation.
^ Door Open: Provides door ajar status.
^ Driver Door Open: Allows certain chime functions when the driver's door is open.
^ DRL Signal Low: This input provides the BCM with Information through an ambient light sensor
for the DRL feature.
^ Exterior Lamps Off: Determines when the headlamp switch is in the OFF position.
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Description > Page 5490
^ Fog Lamp Switch input: This input provides the BCM with a request for fog lamps through a
momentary switch connected to ground.
^ Headlamp Switch Input: Determines when the Headlamp switch is closed to request the
headlamps on.
^ High Beam: Determines the status of the headlamp dimmer switch, so the BCM can send the
instrument cluster a message, via Class 2, to turn on the high beam indicator.
^ Ignition 0 Signal: Determines when the ignition switch is in ACCESSORY, ON or START position.
^ Ignition 1 Signal: Determines when the ignition switch is in the ON and START positions.
^ Key In Ignition: Determines when the key is fully inserted in the ignition key cylinder.
^ Key Unlock: Determines the status of the door lock cylinder switches for content theft.
^ Lamp Request: This input requests the BCM to energize the Battery Rundown Protection relay
after the car has been turned off and all the doors have been closed, so the interior lights can be
turned on.
^ Park Brake Applied: Determines when the parking brake is applied.
^ Park Lamp Switch Input: Determines when the park lamp switch (Headlamp Switch) is closed to
request the park lamps on.
^ Passlock Sensor Data: Reads the Passlock sensor security code.
^ Rear Compartment Ajar: Determines if the rear decklid is open or closed.
^ Rear Compartment Release: This input requests the BCM to open the rear compartment lid.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information from the
Remote Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Surveillance Switch Input: Determines when the surveillance switch is closed to request the
surveillance mode.
^ Traction Control Request: This input provides the BCM with a request for Traction Control
through a momentary switch connected to ground.
BCM Outputs
The BCM directly controls these outputs, plus other systems may request the BCM to control these
outputs for certain functions:
^ All Door Lock: This output supplies voltage to the door lock actuators when the doors are
commanded to lock. This output also supplies ground to all the door lock actuators when the doors
are commanded to unlock.
^ Backup Lamp Relay Control: Provides ground to the Backup LP relay control circuit.
^ BTSI Solenoid Control: Provides ground to the Brake Transaxle Shift Interlock Control Solenoid.
^ Door Unlock: This output supplies voltage to the door lock actuators (except the driver door lock
actuator) when the doors are commanded to unlock. This output also supplies ground to all the
door lock actuators (except the driver door lock actuator) when the doors are commanded to lock.
^ Driver Door Unlock: This output supplies voltage to the driver door lock actuators when the doors
are commanded to unlock. This output also supplies ground to the driver door lock actuator when
the doors are commanded to lock.
^ DRL Relay Control: Provides ground to the DRL relay control circuit.
^ DRL 5 V Reference: Provides 5 Volts to the ambient light sensor.
^ Inadvertent Load Relay Control Output: Supplies ground to the battery rundown protection relay
providing an inadvertent load (battery rundown) protection.
^ Fog Lamp Enable Control: Sends a ground signal to the fog lamp switch when the ignition switch
on; this action enables the fog lamp switch. The fog lamps turn on when the fog lamp switch is
enabled by the BCM.
^ Headlamp Relay Control: Provides ground to the Headlamp relay control circuit.
^ Horn: Sends a ground signal to the horn relay, sounding the horn for the keyless entry alarm
function or the content theft system.
^ Inadvertent Relay Control: Provides ground to the Battery Rundown Protection relay control
circuit.
^ Interior Dimming: Controls the voltage to the interior lights dimming system.
^ Load Management Control: Provides voltage to the Rear Defogger relay control circuit and the
Heated Seats.
^ Park Lamp Relay Control: Provides ground to the Park Lamp relay control circuit.
^ Passlock Sensor Power: Provides B+ for Passlock sensor operation.
^ Passlock Sensor Ground: Provides ground to the Passlock sensor.
^ RAP Relay Control: Provides voltage to the RAP relay control feed circuit.
^ Rear Compartment Lid Release Output: Provides ground to Rear Compartment Lid Release
Actuator.
^ RFA Link: Provides an interface allowing the transfer of keyless entry information to the Remote
Control Door Lock Receiver (RCDLR).
^ Serial Data: provides an interface with the PCM, EBCM, Radio, SDM, DIC and the IPC through
the Class 2 serial data link.
^ Theater Dimming 1 Control: Supplies ground to activate the Footwell lamps.
^ Theater Dimming 2 Control: Supplies ground to activate the inside rear view mirror lamps, non
SEO dome lamp, and the roof rail courtesy/reading lamps.
Miscellaneous Functions
^ BRAKE indicator lamp control: The BCM controls the state of the BRAKE indicator lamp based
on the status of the parking brake switch by sending a message to the instrument cluster via the
Class 2 serial data link.
^ Fog lamp enable control. The BCM controls fog lamp operation, based on the status of the
ignition switch.
^ Day/night mode sensing: The BCM determines the ambient light operating mode. The BCM then
communicates the information to the Instrument Cluster and Powertrain Control Module (PCM) via
the Class 2 serial data link.
Passlock Theft Deterrent
The Passlock is a vehicle theft deterrent system. The Passlock theft deterrent system contains a
Passlock sensor. The Passlock sensor is part of the ignition lock cylinder assembly. The Body
Control Module (BCM) provides power and ground to the Passlock sensor. The Passlock sensor
interfaces with the BCM through the Passlock detection circuit.
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Description > Page 5491
When turning the ignition switch to the start position with the proper key, the Passlock sensor
generates an analog voltage signal. This signal is sent through the Passlock detecting circuit. This
analog voltage signal is of a specific value to the vehicle, and varies from vehicle to vehicle. When
attempting to start the engine, the BCM compares a preset stored analog voltage value with the
signal coming from the sensor. Because both values match, the BCM sends a fuel enable
password via the Class 2 serial data link to the Powertrain Control Module (PCM). As a result, the
PCM enables the crank relay, and allows fuel delivery to the engine.
When attempting to start the engine by means other than using the proper key in the ignition
switch, the Passlock sensor sends an analog voltage signal of a different value. The BCM
compares the preset stored analog voltage value with the signal coming from the sensor. Because
both values do not match, the BCM sends a fuel disable password via the Class 2 serial data link to
the Powertrain Control Module (PCM). As a result, the PCM disables the crank relay, and does not
allow fuel delivery to the engine.
Retained Accessory Power (RAP)
The Retained Accessory Power (RAP) feature allows the operation of the following functions for 10
minutes (or until a vehicle door opens) after the ignition switch has been turned from the ON or
ACCESSORY position to the LOCK position:
^ The radio
^ The power windows
^ The power sunroof (if equipped)
Refer to Keyless Entry System Operation in Retained Accessory Power (RAP) for more
information.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial
Inspection and Diagnostic Overview
Body Control Module: Initial Inspection and Diagnostic Overview
A Diagnostic Starting Point - Body Control System
Begin the diagnosis of the body control system by performing the Diagnostic System Check for the
system in which the customer concern is apparent. The Diagnostic System Check will direct you to
the correct procedure for diagnosing the system and where the procedure is located.
A Diagnostic System Check - Body Control System
A Diagnostic System Check-Body Control System
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table. 2. Lack of communication
may be due to a partial malfunction of the class 2 serial data circuit or due to a total malfunction of
the class 2 serial data
circuit. The specified procedure will determine the particular condition.
4. The presence of DTCs which begin with "U" indicate some other module is not communicating.
The specified procedure will compile all the
available information before tests are performed.
Code Setting Criteria (Fault) For Device Power Moding
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Inspection and Diagnostic Overview > Page 5494
Body Control Module: Reading and Clearing Diagnostic Trouble Codes
With Diagnostic Scan Tool
PROCEDURE
A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM or BCM memory. DTCs can no longer be retrieved at the data link connector. This also
eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan tool
manufacturer in order to access and read either current and/or history DTCs.
Without Diagnostic Scan Tool
A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes (DTCs) from
the PCM memory. DTCs can no longer be retrieved at the data link connector. This also eliminates
the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool
manufacturer in order to access and read either current and/or history DTCs.
With Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES:
^ Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
Without Diagnostic Scan Tool
PROCEDURE
Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes (DTCs) from the PCM
memory. When clearing DTCs, follow the instructions supplied by the Scan tool manufacturer.
NOTES: ^
Do not clear the DTCs unless directed to do so by the service information provided for each
diagnostic procedure. All of the diagnostic data that was saved along with the DTC (freeze frame
data and/or malfunction history records) which may be helpful for some diagnostic procedures will
be erased from the memory when the DTCs are cleared.
^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Testing and Inspection > Initial
Inspection and Diagnostic Overview > Page 5495
Body Control Module: Scan Tool Testing and Procedures
Scan Tool Data Definitions
Doors Battery Fd: The scan tool displays Inactive/Active. The input of the Doors Battery Fd is
displayed as Active.
Electronics Battery Fd: The scan tool displays Inactive/Active. The input of the Electronics Battery
Fd is displayed as Active.
Electronics System Gnd: The scan tool displays Inactive/Active. The input of the Electronics
System Gnd is displayed as Active.
Ignition 0: The scan tool displays On/Off. The input of the Ignition 0 varies on the scan tool display.
Ignition 1: The scan tool displays On/Off. The input of the Ignition 1 varies on the scan tool display.
Ignition 3: The scan tool displays On/Off. The input of the Ignition 3 varies on the scan tool display.
Inadvert Power Relay: The scan tool displays On/Off. The input of the Inadvert Power Output
varies on the scan tool display
Loads Battery Fd: The scan tool displays Inactive/Active. The input of the Loads Battery Fd is
displayed as Active.
Loads System Gnd: The scan tool displays Inactive/Active. The input of the Loads System Gnd is
displayed as Active.
Theater Dim 1 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 1
Ground is displayed as Inactive.
Theater Dim 2 Ground: The scan tool displays Inactive/Active. The input of the Theater Dim 2
Ground is displayed as Inactive.
Scan Tool Data List
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Body Control Module > Component Information > Service and Repair > Procedures
Body Control Module: Procedures
Body Control Module (BCM) Programming/RPO Configuration
INTRODUCTION
During body control module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
SETUP NEW BODY CONTROL MODULE (BCM)
IMPORTANT: ^
The BCM will not function properly if the Setup New BCM procedure is not performed.
^ Make sure the battery is fully charged before performing the setup procedure.
^ Make sure all disconnected devices and connectors have been reconnected
^ Perform the Theft Deterrent Re-learn procedure after successfully finishing the Setup New BCM
procedure. Refer to Programming Theft Deterrent System Components in Theft Deterrent. If the
Theft Deterrent Re-learn procedure is not performed after a BCM replacement, the following
conditions may occur: The vehicle will not be protected against theft by the PASSLOCK system.
- The engine will not crank nor start.
1. Connect a scan tool to the data link connector (DLC). 2. Turn the ignition switch ON. 3. Select
Diagnostics and input all of the required data when prompted by the scan tool. 4. Select BODY
CONTROL MODULE. 5. Select SPECIAL FUNCTIONS. 6. Select Setup New BCM. 7. Note, Input
all of the required data when prompted by the scan tool. 8. Select Setup SDM Part Number in
BCM, and follow the onscreen directions. 9. Select New VIN, and follow the onscreen directions.
10. Select Option Configuration, and follow the onscreen directions. 11. Select Point of Sale, and
follow the onscreen directions. 12. Exit back to the SPECIAL FUNCTIONS menu. 13. When the
BCM, VIN, Point of Sale and Option Configuration have been entered, proceed with Theft Deterrent
Re-learn procedure. 14. If the scan tool displays UNABLE TO PROGRAM BCM, BCM IS
SECURED, then the BCM must be replaced and this procedure must be
repeated on a new BCM..
NOTE: After the above procedure has been completed, personalization of the BCM defaults to a
default setting. Inform the customer that the personalization settings must be set again.
IMPORTANT: After programing, perform the following to avoid future misdiagnosis:
1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn
the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve History DTCs from all
modules. 5. Clear all history DTCs
General Information
During Body Control Module (BCM) related service, the procedures below are designated to set-up
the BCM correctly. Before you start, read these procedures carefully and completely.
Theft Deterrent Re-Learn Using T-50 or T-60
1. Enter the T-50 or T-60 Service Programming System (SPS). 2. Select TERMINAL TO VEHICLE
PROGRAMMING. 3. Select DONE. 4. Follow the instructions on the VEHICLE SETUP screen. 5.
Select THEFT MODULE RE-LEARN. 6. Follow the instructions on the remaining screens. 7. The
PCM and BCM will be prepared for re-learn. 8. A security timer will be on for approximately 10
minutes. During the 10 minute wait period, the T-50 or T-60 terminal must remain connected to
the vehicle.
9. When the PCM and BCM are prepared to re-learn, turn the ignition switch off.
10. Turn the ignition switch to start. The vehicle should now start.
Theft Deterrent Re-Learn W/O Scan Tool Or Techline Equipment
This procedure takes approximately 30 minutes. Make sure the battery is fully charged before
proceeding.
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1. Turn the ignition switch off. 2. Turn the ignition switch all the way from the off to the start
position, then leave it in the on position.
NOTE: The engine will not crank.
3. The SECURITY will come on and stay on for at least 10 minutes. 4. Turn the ignition switch off
for five seconds. 5. Repeat steps 2, 3, and 4 again for a second time. 6. Repeat steps 2, 3, and 4
again for a third time. 7. Turn the ignition switch off. 8. Turn the ignition switch all the way to the
start position. The engine should now start. 9. Check for BCM Diagnostic Trouble Codes (DTCs).
Theft Deterrent Re-Learn With Techline Equip & Tech 2 Scan Tool
1. Connect the Scan Tool to the Data Link Connector (DLC) on the vehicle. 2. At the Scan Tool
main menu, select SERVICE PROGRAMMING. 3. Enter the requested information. 4. Select
REQUEST INFO. 5. Disconnect the Scan Tool from the vehicle. 6. Connect the Scan Tool to the
Techline terminal. 7. Select SERVICE PROGRAMMING SYSTEM (SPS). 8. Select TERMINAL TO
TECH 2 PROGRAMMING. 9. Select DONE.
10. Follow instructions on the Techline terminal to Handheld Communications Setup screen. 11.
Select THEFT MODULE RE-LEARN. 12. Select PROGRAM at the summary screen. The terminal
will download information to the Scan Tool. 13. Disconnect the Scan Tool from the Techline
terminal. 14. Connect the Scan Tool to the DLC on the vehicle. 15. At the Scan Tool main menu,
select SERVICE PROGRAMMING. 16. Answer the question prompted by the Scan Tool. 17. Select
RE-LEARN. 18. The Powertrain Control Module (PCM) and the BCM will be prepared for re-learn.
19. A security timer will be on for approximately 10 minutes. During the 10 minute wait period, Scan
Tool must remain connected to the vehicle. 20. Turn the ignition switch off when the re-learn
procedure is complete. 21. Turn the ignition switch to the start position. 22. The engine should start
when the ignition switch is turned to the start position. 23. Disconnect the Scan Tool from the DLC.
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Page 5499
Body Control Module: Removal and Replacement
Body Control Module Replacement
REMOVAL PROCEDURE
IMPORTANT: You must perform the new body control module (BCM) setup when replacing the
BCM. Refer to BCM Programming/RPO Configuration.
1. Disconnect the battery ground (negative) cable. 2. Remove the left instrument panel insulator. 3.
Disconnect the BCM electrical connectors (2, 3, 4). 4. Remove the BCM (1).
INSTALLATION PROCEDURE
1. Install the body control module (BCM) (1). 2. Connect the BCM electrical connectors (2, 3, 4). 3.
Install the left instrument panel insulator 4. Connect the battery ground (negative) cable. 5. Perform
the new BCM setup. Refer to BCM Programming/RPO Configuration. See: Testing and
Inspection/Programming and Relearning
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Relays and Modules Computers and Control Systems > Powertrain Control Module <--> [Engine Control Module] > Component Information >
Technical Service Bulletins > Engine Controls - Aftermarket Accessory Usage
Powertrain Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory
Usage
INFORMATION
Bulletin No.: 04-06-04-054B
Date: November 18, 2010
Subject: Info - Non-GM Parts and Accessories (Aftermarket)
Models:
2011 and Prior GM Passenger Cars and Trucks
Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed
Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate
Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System).
The recent rise and expansion of companies selling non-GM parts and accessories has made it
necessary to issue this reminder to dealers regarding GM's policy on the use and installation of
these aftermarket components.
When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to
use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs,
special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the
same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty
repairs, special policy repairs or any repairs paid for by GM.
During a warranty repair, if a GM original equipment part is not available through GM Customer
Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources,
the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order
the circumstances surrounding why non-GM parts were used. The dealer must give customers
written notice, prior to the sale or service, that such parts or accessories are not marketed or
warranted by General Motors.
It should also be noted that dealers modifying new vehicles and installing equipment, parts and
accessories obtained from sources not authorized by GM are responsible for complying with the
National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed
by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design
characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully
understand that non-GM approved parts may not have been validated, tested or certified for use.
This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part
failure occurs as the result of the installation or use of a non-GM approved part, the warranty will
not be honored.
A good example of non-authorized modification of vehicles is the result of an ever increasing
supply of aftermarket devices available to the customer, which claim to increase the horsepower
and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to
one or more of the following modifications:
- Propane injection
- Nitrous oxide injection
- Additional modules (black boxes) that connect to the vehicle wiring systems
- Revised engine calibrations downloaded for the engine control module
- Calibration modules which connect to the vehicle diagnostic connector
- Modification to the engine turbocharger waste gate
Although the installation of these devices, or modification of vehicle components, can increase
engine horsepower and torque, they may also negatively affect the engine emissions, reliability
and/or durability. In addition, other powertrain components, such as transmissions, universal joints,
drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the
installation of these devices.
General Motors does not support or endorse the use of devices or modifications that, when
installed, increase the engine horsepower and torque. It is because of these unknown stresses,
and the potential to alter reliability, durability and emissions performance, that GM has adopted a
policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining
warranty coverage, to the powertrain and driveline components whenever the presence of a
non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is
subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or
06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for
calibration verification.
These same policies apply as they relate to the use of non-GM accessories. Damage or failure
from the use or installation of a non-GM accessory will not be covered under warranty. Failure
resulting from the alteration or modification of the vehicle, including the cutting, welding or
disconnecting of the vehicle's original equipment parts and components will void the warranty.
Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal
inquiry at either the local, state or federal level that
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results from the alteration or modification of a vehicle using non-GM approved parts or accessories.
Dealers should be especially cautious of accessory companies that claim the installation of their
product will not void the factory warranty. Many times these companies have even given direction
on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from
finding out that is has been installed.
Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada
by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair
is to be made on the vehicle, even with the installation of such non-GM approved components, the
customer is to be made aware of General Motors position on this issue and is to sign the
appropriate goodwill documentation required by General Motors.
It is imperative for dealers to understand that by installing such devices, they are jeopardizing not
only the warranty coverage, but also the performance and reliability of the customer's vehicle.
Disclaimer
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Powertrain Control Module: Locations
Locations View
RH side of the engine compartment, forward of the strut tower, inside air box.
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Powertrain Control Module: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Powertrain Control Module: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Diagrams > Diagram Information and Instructions > Page 5530
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Diagrams > Diagram Information and Instructions > Page 5532
Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Powertrain Control Module: Connector Views
Powertrain Control Module Connector C1 End View (Part 1 Of 2)
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Diagrams > Diagram Information and Instructions > Page 5535
Powertrain Control Module Connector C1 End View (Part 2 Of 2)
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Diagrams > Diagram Information and Instructions > Page 5536
Powertrain Control Module Connector C2 End View (Part 1 Of 2)
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Diagrams > Diagram Information and Instructions > Page 5537
Powertrain Control Module Connector C2 End View (Part 2 Of 2)
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Service and Repair > EEPROM Programming
Powertrain Control Module: Service and Repair EEPROM Programming
1. The ignition is ON. 2. If the PCM fails to program, inspect the Techline equipment for the latest
software version. 3. Attempt to program the PCM. If the PCM still cannot be programmed properly,
replace the PCM. The replacement PCM must be programmed.
Functional Check 1. Perform A Powertrain On Board Diagnostic (OBD) System Check. 2. Start the
engine and let the engine run for one minute. 3. Use the scan tool in order to scan for the DTCs.
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Service and Repair > EEPROM Programming > Page 5540
Powertrain Control Module: Service and Repair PCM Replacement/Programming
NOTE: In order to prevent possible Electrostatic Discharge damage to the PCM, Do Not touch the
connector pins or the soldered components on the circuit board.
Service of the PCM should normally consist of either replacement of the PCM or EEPROM
programming. If the diagnostic procedures call for the PCM to be replaced, the PCM should be
inspected first to see if it is the correct part. If it is, remove the faulty PCM and install the new
service PCM.
NOTE: Turn the ignition OFF when installing or removing the PCM connectors and disconnecting
or reconnecting the power to the PCM (battery cable, PCM pigtail, PCM fuse, jumper cables, etc.)
in order to prevent internal PCM damage.
IMPORTANT: When replacing the production PCM with a service PCM, it is important to transfer
the broadcast code and production PCM number to the service PCM label. Do not record on PCM
cover. This will allow positive identification of PCM parts throughout the service life of the vehicle.
THE SERVICE PCM EEPROM WILL NOT BE PROGRAMMED. DTC P0602 indicates the
EEPROM is not programmed or has malfunctioned.
Removal Procedure
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Disconnect the IAT sensor electrical connector. 3.
Remove the 3 bolts from the inner fender brace and remove the brace. 4. Loosen the clamps
securing the air intake duct/MAF sensor to the air cleaner housing and throttle body. 5. Carefully
remove the air intake duct/MAF sensor from the throttle body and air cleaner housing (1). 6.
Remove the 2 screws (2) from the 2 air cleaner housing sections. 7. Remove the air cleaner
housing cover assembly. 8. Without disconnecting the PCM connectors, remove the PCM (4) and
harness from the PCM housing (3). 9. Disconnect the PCM connectors.
Installation Procedure 1. Connect the PCM connectors. 2. Carefully install the PCM (4) and
harness into the PCM housing (3). 3. Install the air cleaner housing cover assembly (1). 4. Install
the 2 screws to the 2 air cleaner housing sections. 5. Carefully install the air intake duct to the
throttle body and air cleaner housing. 6. Tighten the clamp securing the air intake duct to the air
cleaner housing. 7. Position the inner fender brace and reinstall the 3 bolts. 8. Connect the
Negative Battery Cable. 9. If a replacement PCM is being installed, program the PCM.
The replacement PCM will NOT allow Secondary AIR Pump operation until a total of 10 miles have
accumulated.
10. If a replacement PCM is being installed, perform the CKP System Variation Learn Procedure.
See: Testing and Inspection/Programming and
Relearning
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
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Diagrams > Diagram Information and Instructions
Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Diagrams > Diagram Information and Instructions > Page 5547
Electrical Symbols (Part 1 Of 4)
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Diagrams > Diagram Information and Instructions > Page 5548
Electrical Symbols (Part 2 Of 4)
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Diagrams > Diagram Information and Instructions > Page 5549
Electrical Symbols (Part 3 Of 4)
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Diagrams > Diagram Information and Instructions > Page 5550
Electrical Symbols (Part 4 Of 4)
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Diagrams > Diagram Information and Instructions > Page 5551
Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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Diagrams > Diagram Information and Instructions > Page 5557
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Diagrams > Diagram Information and Instructions > Page 5572
Equivalents - Decimal And Metric (Part 2 Of 2)
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 5573
Mass Air Flow (MAF) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Diagrams > Diagram Information and Instructions > Page 5574
Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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Diagrams > Diagram Information and Instructions > Page 5575
Schematic
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Diagrams > Page 5576
Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Description and Operation/Information Sensors/Switches
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Diagrams > Page 5577
Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Specifications
Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Locations > Component
Locations
Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
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Locations > Page 5583
Camshaft Position Sensor: Connector Locations
Locations View
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Locations > Page 5584
Left Front Of Engine
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Diagrams > Diagram Information
and Instructions
Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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and Instructions > Page 5587
Electrical Symbols (Part 1 Of 4)
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and Instructions > Page 5588
Electrical Symbols (Part 2 Of 4)
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and Instructions > Page 5589
Electrical Symbols (Part 3 Of 4)
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and Instructions > Page 5590
Electrical Symbols (Part 4 Of 4)
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and Instructions > Page 5591
Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Camshaft Position Sensor
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Camshaft Position Sensor > Component Information > Description and Operation >
Camshaft Position (CMP) Sensor and Cam Signal
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
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Camshaft Position (CMP) Sensor and Cam Signal > Page 5616
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Page 5617
Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Specifications
Coolant Temperature Sensor/Switch (For Computer): Specifications
Engine Coolant Temperature (ECT) Sensor 23 Nm
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Specifications > Page 5621
Coolant Temperature Sensor/Switch (For Computer): Locations
LH side, top of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Diagrams > Diagram Information and Instructions
Coolant Temperature Sensor/Switch (For Computer): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Diagrams > Diagram Information and Instructions > Page 5624
Electrical Symbols (Part 1 Of 4)
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Diagrams > Diagram Information and Instructions > Page 5625
Electrical Symbols (Part 2 Of 4)
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Diagrams > Diagram Information and Instructions > Page 5626
Electrical Symbols (Part 3 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Diagrams > Diagram Information and Instructions > Page 5627
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Coolant Temperature Sensor/Switch (For Computer) > Component Information >
Diagrams > Diagram Information and Instructions > Page 5628
Coolant Temperature Sensor/Switch (For Computer): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Diagrams > Diagram Information and Instructions > Page 5629
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Diagrams > Diagram Information and Instructions > Page 5630
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Diagrams > Diagram Information and Instructions > Page 5631
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Diagrams > Diagram Information and Instructions > Page 5632
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Diagrams > Diagram Information and Instructions > Page 5633
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Engine Coolant Temperature (ECT) Sensor
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Schematic
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Coolant Temperature Sensor/Switch (For Computer): Description and Operation
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high
temperature causes low resistance (70 ohms at 130° C/266° F).
The PCM supplies a 5.0 volt signal to the engine coolant temperature sensor through a resistor in
the PCM and measures the voltage. The voltage will be high when the engine is cold, and low
when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant
temperature. Engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the
temperature should rise steadily to about 90°C (194°F) then stabilize when thermostat opens. If the
engine has not been run for several hours (overnight), the engine coolant temperature and intake
air temperature displays should be close to each other.
A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, an intermittent fault should set a DTC P1114 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent Low Voltage, or DTC P1115 Engine Coolant
Temperature (ECT) Sensor Circuit Intermittent High Voltage. The DTC Diagnostic Aids also
contains a chart to test for sensor resistance values relative to temperature.
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The ECT sensor (3) also contains another circuit which is used to operate the engine coolant
temperature gauge located in the instrument panel.
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Diagrams > Page 5654
Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Relieve coolant pressure. 3. Disconnect the ECT sensor electrical
connector. 4. Using a deep well socket and extension, remove the sensor.
INSTALLATION PROCEDURE
1. Coat the engine coolant temperature sensor threads with sealer P/N 9985253 or equivalent.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the sensor in the engine.
Tighten Tighten the sensor to 23 N.m (17 lb ft).
3. Connect the ECT sensor electrical connector. 4. Start the engine. 5. Inspect for leaks. 6. Inspect
the coolant level.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Specifications
Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Component
Locations
Crankshaft Position Sensor: Component Locations
Locations View
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Locations > Page 5660
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Locations > Component
Locations > Page 5661
Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
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Locations > Page 5662
Left Front Of Engine
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Information and Instructions
Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Information and Instructions > Page 5667
Electrical Symbols (Part 3 Of 4)
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Information and Instructions > Page 5668
Electrical Symbols (Part 4 Of 4)
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Information and Instructions > Page 5669
Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Information and Instructions > Page 5677
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Information and Instructions > Page 5681
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information and Instructions > Page 5687
This service manual uses various symbols in order to describe different service operations.
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Information and Instructions > Page 5688
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Information and Instructions > Page 5689
Equivalents - Decimal And Metric (Part 1 Of 2)
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Information and Instructions > Page 5690
Equivalents - Decimal And Metric (Part 2 Of 2)
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Information and Instructions > Page 5691
Crankshaft Position Sensor (24X)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Description and Operation > 7X
Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
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Crankshaft Position (CKP) Sensor > Page 5694
Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
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System Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > CKP
System Variation Learn Procedure > Page 5697
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Crankshaft Position Sensor > Component Information > Service and Repair > CKP
System Variation Learn Procedure > Page 5698
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Locations
Fuel Level Sensor: Locations
Mounted in the fuel tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Fuel Level Sensor: Description and Operation
The fuel level sensor consists of the following components: float, the wire float arm, and the
ceramic resistor card. The fuel level sensor is mounted on the modular fuel sender assembly and is
used as an input to the PCM. The PCM uses this information as a fuel level input for Various
diagnostics. In addition the PCM transmits the fuel level over the Class II communication circuit to
the IP cluster. This information is used for the IP fuel gauge, and low fuel warning indicator if
applicable.
Fuel Level Sensor
The Fuel Level Sensor(4) is mounted on the Modular Fuel Sender Assembly(s). The PCM uses the
fuel level input for various diagnosis including the EVAP System. In addition the PCM transmits the
fuel level over the Class II communication circuit to the IP Cluster. The low fuel level message may
not appear if other messages are being commanded, such as the rear deck lid, driver or passenger
doors ajar. Ensure that all doors and compartment lids are completely closed. For further
information regarding the Fuel Level Sensor refer to Fuel Metering Modes of Operation. See: Fuel
Delivery and Air Induction/Description and Operation/Fuel Metering/Fuel Metering Modes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Level Sensor > Component Information > Locations > Page 5706
Fuel Level Sensor: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Delivery and
Air Induction/Fuel Filter/Fuel Pressure
Release/Service and Repair
2. Remove the modular fuel sender assembly. 3. Remove the fuel level sensor (5) from the
modular fuel sender.
INSTALLATION PROCEDURE
1. Reinstall the fuel level sensor (5) to modular fuel sender. 2. Reinstall the fuel sender assembly.
3. Tighten the fuel filler cap. 4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Diagrams
Fuel Tank Pressure (FTP) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Description and Operation >
Fuel Tank Pressure Sensor - 1
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 1
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure (or
vacuum) in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 4.5 inches H20 (1.25 kPa), the sensor output voltage should
measure 0.5 ± 0.2 volts (1.25 kPa).
The sensor voltage increases to approximately 4.5 volts at 14 inches of H2O (-3.75 kpa).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Description and Operation >
Fuel Tank Pressure Sensor - 1 > Page 5712
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 2
Fuel Tank Pressure Sensor
The Fuel Tank Pressure Sensor(6) is mounted on top the Modular Fuel Sender Assembly(S). The
PCM uses the fuel tank pressure input for the EVAP System. The PCM supplies a 5 volt reference
to the sensor and a sensor return (ground). The PCM monitors the signal circuit from the sensor
with a voltage range from 0.1 volts to 4.9 volts. When the pressure inside the fuel tank is totally
vented the pressure is equal to atmospheric pressure or approximately 1.3-1.7 volts. When the
tank is pressurized the voltage can reach more than 4.5 volts. For further information regarding the
Fuel Tank Pressure Sensor refer to Fuel Metering Modes of Operation, and EVAP Control System
Operation Description.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Description and Operation >
Fuel Tank Pressure Sensor - 1 > Page 5713
Fuel Tank Pressure Sensor: Description and Operation Fuel Tank Pressure Sensor - 3
Fuel Tank Pressure Sensor
The Fuel Tank Pressure (FTP) sensor measures the difference between the air pressure, or
vacuum, in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference
voltage and ground to the sensor. The sensor provides a signal voltage between 0.1-4.9 volts to
the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 1.25 kPa (4.5 inches Hg), the sensor output voltage should
measure 1.25 kPa (approx 0.5 volts).
The sensor voltage increases to approximately 4.5 volts at -3.75 kPa (14 inches of Hg).
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Description and Operation >
Page 5714
Fuel Tank Pressure Sensor: Service and Repair
REMOVAL PROCEDURE
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery cable. 2. Remove the spare tire cover, the jack, and the spare
tire. 3. Remove the trunk liner. 4. Remove the 7 nuts retaining the fuel sender access panel. 5.
Remove the fuel sender access panel.
6. Disconnect the electrical connector from the fuel tank vapor pressure sensor. 7. Remove the fuel
tank vapor pressure sensor (7) from modular fuel sender assembly.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Fuel Tank Pressure Sensor > Component Information > Description and Operation >
Page 5715
1. Reinstall the new fuel tank vapor pressure sensor (7) to modular fuel sender. 2. Connect the
electrical connector to fuel tank vapor pressure sensor
3. Reinstall the fuel sender access panel. 4. Reinstall the 7 nuts retaining the fuel sender access
panel.
Tighten Tighten the fuel sender access panel nuts to 10 N.m (88 lb in)
5. Reinstall the trunk liner. 6. Reinstall the spare tire, the jack, and the spare tire cover. 7.
Reconnect the negative battery cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] > Component
Information > Locations
Intake Air Temperature (IAT) Sensor: Locations
Intake Air Temperature (IAT) Sensor is in the air induction tube.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] > Component
Information > Diagrams > Diagram Information and Instructions
Intake Air Temperature (IAT) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] > Component
Information > Diagrams > Diagram Information and Instructions > Page 5721
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] > Component
Information > Diagrams > Diagram Information and Instructions > Page 5722
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] > Component
Information > Diagrams > Diagram Information and Instructions > Page 5723
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] > Component
Information > Diagrams > Diagram Information and Instructions > Page 5724
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Intake Air Temperature (IAT) Sensor <--> [Intake Air Temperature Sensor] > Component
Information > Diagrams > Diagram Information and Instructions > Page 5725
Intake Air Temperature (IAT) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Information > Diagrams > Diagram Information and Instructions > Page 5726
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Information > Diagrams > Diagram Information and Instructions > Page 5727
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Information > Diagrams > Diagram Information and Instructions > Page 5728
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Information > Diagrams > Diagram Information and Instructions > Page 5729
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Intake Air Temperature Sensor
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Schematic
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Intake Air Temperature (IAT) Sensor: Description and Operation
The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the
temperature of air entering the engine. Low temperature produces a high resistance (100,000
ohms at -40°C/-40°F), while high temperature causes low resistance (70 ohms at 130°C/266°F).
The PCM supplies a 5.0 volt signal to the sensor through a resistor in the PCM and measures the
voltage. The voltage will be high when the incoming air is cold, and low when the air is hot. By
measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is
used to adjust spark timing according to incoming air density.
The scan tool displays temperature of the air entering the engine, which should read close to
ambient air temperature when the engine is cold, and rise as the underhood temperature
increases.
If the engine has not been run for several hours (overnight) the IAT sensor temperature and engine
coolant temperature should read close to each other.
A failure in the IAT sensor circuit should set DTC P0112 Intake Air Temperature (IAT) Sensor
Circuit Low Voltage or DTC P0113 Intake Air Temperature (IAT) Sensor Circuit High Voltage.
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Intake Air Temperature (IAT) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Carefully grasp the
sensor and with a twisting and pulling motion, remove the IAT sensor from air intake duct.
INSTALLATION PROCEDURE
1. Install the IAT sensor (snap into place). 2. Connect the IAT sensor electrical connector.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Knock Sensor > Component Information > Specifications
Knock Sensor: Specifications
knock Sensor 19 Nm
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Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
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5756
Knock Sensor: Connector Locations
Left Front Of Engine
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5757
Locations View
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Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Instructions > Page 5783
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 5786
Knock Sensor (KS) 1
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Schematic
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Information
Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Information > Page 5790
Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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Information > Page 5791
Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
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Component Information > Specifications
Manifold Absolute Pressure (MAP) Sensor: Specifications
Manifold Absolute Pressure (MAP) Sensor Retaining Bolt 3 Nm
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Component Information > Specifications > Page 5797
Manifold Absolute Pressure (MAP) Sensor: Locations
Locations View
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Component Information > Specifications > Page 5798
Left Front Of Engine
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Component Information > Diagrams > Diagram Information and Instructions
Manifold Absolute Pressure (MAP) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Manifold Absolute Pressure (MAP) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Component Information > Diagrams > Diagram Information and Instructions > Page 5809
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Component Information > Diagrams > Diagram Information and Instructions > Page 5810
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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Component Information > Diagrams > Diagram Information and Instructions > Page 5811
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Component Information > Diagrams > Diagram Information and Instructions > Page 5812
Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Component Information > Diagrams > Diagram Information and Instructions > Page 5813
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Component Information > Diagrams > Diagram Information and Instructions > Page 5814
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Component Information > Diagrams > Diagram Information and Instructions > Page 5820
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Component Information > Diagrams > Diagram Information and Instructions > Page 5821
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Component Information > Diagrams > Diagram Information and Instructions > Page 5823
This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Component Information > Diagrams > Diagram Information and Instructions > Page 5826
Equivalents - Decimal And Metric (Part 2 Of 2)
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Component Information > Diagrams > Diagram Information and Instructions > Page 5827
Manifold Air Pressure (MAP) Sensor
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Component Information > Diagrams > Diagram Information and Instructions > Page 5828
Schematic
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Component Information > Diagrams > Page 5829
Manifold Absolute Pressure (MAP) Sensor: Description and Operation
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure
(vacuum). The MAP sensor signal voltage to the PCM varies from below 2.0 volts at idle (high
vacuum) to above 4.0 volts with the key ON, and the engine OFF, or at wide open throttle (low
vacuum).
The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test
diagnostic is being run, Refer to DTC P0401 Exhaust Gas Recirculation (EGR) Flow Insufficient, to
determine engine vacuum level for other diagnostics and to determine Barometric Pressure
(BARO).
If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107
Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage will be set. A signal voltage higher
than the possible range of the sensor will set DTC P0108 Manifold Absolute Pressure (MAP)
Sensor Circuit High Voltage. An intermittent low or high voltage will set DTC P1107 Manifold
Absolute Pressure (MAP) Sensor Circuit Intermittent Low Voltage or DTC P1106 Manifold Absolute
Pressure (MAP) Sensor Circuit Intermittent High Voltage respectively. The PCM can also detect a
shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on
throttle position and various engine load factors
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Manifold Absolute Pressure (MAP) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Disconnect the MAP sensor from the bracket. 2. Disconnect the MAP inlet vacuum hose. 3.
Disconnect the MAP sensor electrical connector.
INSTALLATION PROCEDURE
1. Connect the MAP sensor electrical connector. 2. Connect the inlet vacuum hose. 3. Position the
MAP sensor to bracket and tighten fasteners.
Tighten Tighten the MAP sensor fasteners to 3 N.m (27 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Oil Level Sensor For ECM: Locations
Front center of the engine oil pan.
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Engine Oil Level Sensor
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Oil Pressure Sensor: Locations
Left Front Of Engine
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Locations View
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Specifications
Oxygen Sensor: Specifications
Heated Oxygen Sensors 41 Nm
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Oxygen Sensor: Component Locations
Locations View
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Locations View
Heated Oxygen Sensor 1 (HO2S1)
Rear of the engine, in the exhaust manifold.
Heated Oxygen Sensor 2 (HO2A2)
In the exhaust system, behind the catalytic converter.
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5845
Oxygen Sensor: Connector Locations
Locations View
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Locations View
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Instructions
Oxygen Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Oxygen Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Instructions > Page 5858
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Instructions > Page 5868
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Instructions > Page 5869
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Instructions > Page 5870
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Instructions > Page 5871
This service manual uses various symbols in order to describe different service operations.
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Instructions > Page 5872
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Instructions > Page 5873
Equivalents - Decimal And Metric (Part 1 Of 2)
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Instructions > Page 5874
Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 5875
Oxygen Sensor: Connector Views
Heated Oxygen Sensor (HO2S2) 1
Heated Oxygen Sensor (HO2S2) 2
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Instructions > Page 5876
Oxygen Sensor: Electrical Diagrams
Schematic
Schematic
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Description and Operation > Fuel Control
Heated Oxygen Sensor (HO2S 1)
Oxygen Sensor: Description and Operation Fuel Control Heated Oxygen Sensor (HO2S 1)
Fuel Controlled Heated Oxygen Sensor (H02S 1)
The fuel control Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where it can
monitor the oxygen content of the exhaust gas stream. The oxygen present in the exhaust gas
reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from
approximately 100 mV (high oxygen content lean mixture) to 900 mV (low oxygen content rich
mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the
voltage output of the oxygen sensor, the PCM calculates what fuel mixture command to give to the
injectors (lean mixture low HO2S voltage = rich command, rich mixture high HO2S voltage = lean
command).
The HO2S 1 circuit, if open, should set a DTC P0134 HO2S Circuit Insufficient Activity Sensor 1
and the scan tool will display a constant voltage between 400-500 mV. A constant voltage below
300 mV in the sensor circuit (circuit grounded) should set DTC P0131 HO2S Circuit Low Voltage
Sensor 1, while a constant voltage above 800 mV in the circuit should set DTC P0132 HO2S
Circuit High Voltage Sensor 1. A fault in the HO2S 1 heater circuit should cause DTC P0135 to set.
The PCM can also detect HO2S response problems. If the response time of an HO2S is
determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance.
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Heated Oxygen Sensor (HO2S 1) > Page 5879
Oxygen Sensor: Description and Operation Catalyst Monitor Heated Oxygen Sensor (HO2S 2)
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and oxides of nitrogen (NOx),
a three-way catalytic converter is used. The catalyst within the converter promotes a chemical
reaction which oxidizes the HG and CO present in the exhaust gas, converting them into harmless
water vapor and carbon dioxide. The catalyst also reduces NOx, converting it to nitrogen. The PCM
has the ability to monitor this process using the HO2S 1 and the HO2S 2. The HO2S 1 produces
an output signal which indicates the amount of oxygen present in the exhaust gas entering the
three-way catalytic converter. The HO2S 2 produces an output signal which indicates the oxygen
storage capacity of the catalyst, this in turn indicates the catalysts ability to convert exhaust gases
efficiently. If the catalyst is operating efficiently, the HO2S 1 signal will be far more active than that
produced by the HO2S 2.
The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2
main function is catalyst monitoring, it also plays a limited role in fuel control. If the sensor output
indicates a voltage either above or below the 450 millivolt bias voltage for an extended period of
time, the PCM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for
catalyst monitoring.
A problem with the HO2S 2 signal circuit should set DTC P0137 HO2S Circuit Low Voltage Sensor
2, DTC P0138 HO2S Circuit High Voltage Sensor 2, or DTC P0140 HO2S Circuit Insufficient
Activity Sensor 2, depending on the specific condition. A fault in the heated oxygen sensor heater
element or its ignition feed or ground will result in slower oxygen sensor response. This may cause
erroneous Catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause
DTC P0141 HO2S Heater Performance Sensor 2 to set.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Oxygen Sensor > Component Information > Service and Repair > Heated Oxygen
Sensor (HO2S) Replacement (HO2S1)
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S1)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S1)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Disconnect the electrical connector.
IMPORTANT: A special anti seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
3. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S1)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound P/N
5613695, or equivalent if necessary. 2. Install the heated oxygen sensor.
Tighten Tighten the HO2S 1 (Pre-catalytic converter) to 41 N.m (30 lb ft).
3. Connect the HO2S1 sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Sensor (HO2S) Replacement (HO2S1) > Page 5882
Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement (HO2S2)
TOOLS REQUIRED
J 39194-B Heated Oxygen Sensor Socket
REMOVAL PROCEDURE (HO2S2)
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C
(120°F). Excessive force may damage threads in exhaust manifold or exhaust pipe. 1. Turn OFF
the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle Lifting. 3.
Disconnect the sensor electrical connector.
IMPORTANT: A special anti-seize compound is used on the heated oxygen sensor threads. The
compound consists of graphite suspended in fluid and glass beads. The graphite will burn away,
but the glass beads will remain, making the sensor easier to remove. New or service sensors will
already have the compound applied to the threads. If a sensor is removed from an engine and if for
any reason is to be reinstalled, the threads must have anti seize compound applied before
reinstallation.
4. Using J 39194-B heated oxygen sensor socket carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE (HO2S2)
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound PIN
5613695, or equivalent if necessary.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Using J 39194-B heated oxygen sensor socket install the heated oxygen sensor.
Tighten Tighten the HO2S2 to 41 N.m (30 lb ft).
3. Connect the HO2S2 sensor electrical connector. 4. Lower the vehicle.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Sensors and Switches Computers and Control Systems > Throttle Position Sensor > Component Information > Specifications
Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
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Throttle Position Sensor: Locations
Locations View
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Left Front Of Engine
Top of the engine, on the throttle body assembly.
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and Instructions
Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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and Instructions > Page 5890
Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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and Instructions > Page 5892
Electrical Symbols (Part 3 Of 4)
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and Instructions > Page 5893
Electrical Symbols (Part 4 Of 4)
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and Instructions > Page 5894
Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Throttle Position Sensor
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Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
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The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Description and
Operation/Information Sensors/Switches
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Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
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Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
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5925
Park Neutral Position (PNP) Switch C1
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Vehicle Speed Sensor: Specifications
Speed Sensor to Case 106 in.lb
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Vehicle Speed Sensor: Locations
Locations View
RR of the engine, on the automatic transaxle.
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Vehicle Speed Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Vehicle Speed Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Instructions > Page 5940
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Instructions > Page 5941
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Instructions > Page 5958
Vehicle Speed Sensor
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Vehicle Speed Sensor: Service and Repair
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 3.
Remove the vehicle speed sensor wiring harness connector.
4. Remove the vehicle speed sensor bolt (9). 5. Remove the vehicle speed sensor (10) from the
extension case.
6. Remove the O-ring (11) from the vehicle speed sensor(10).
Installation Procedure
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1. Install the O-ring (111) to the vehicle speed sensor (10). 2. Install the vehicle speed sensor (10)
to the extension case.
Notice: Refer to Fastener Notice in Service Precautions
3. Install the vehicle speed sensor bolt (9).
- Tighten the vehicle speed sensor bolt (9) to 12 Nm (106 inch lbs.).
4. Install the vehicle speed sensor wiring harness connector. 5. Install the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 6.
Lower the vehicle.
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Component Information > Specifications
Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
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Throttle Position Sensor: Locations
Locations View
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Left Front Of Engine
Top of the engine, on the throttle body assembly.
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Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Throttle Position Sensor
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Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
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The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Description and
Operation/Information Sensors/Switches
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Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
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Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Transmission Position
Switch/Sensor, A/T > Component Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
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Park Neutral Position (PNP) Switch C1
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Component Information > Specifications
Vehicle Speed Sensor: Specifications
Speed Sensor to Case 106 in.lb
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Vehicle Speed Sensor: Locations
Locations View
RR of the engine, on the automatic transaxle.
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Vehicle Speed Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Vehicle Speed Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6032
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6033
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6034
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6035
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6036
Vehicle Speed Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor >
Component Information > Diagrams > Page 6037
Vehicle Speed Sensor: Service and Repair
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 3.
Remove the vehicle speed sensor wiring harness connector.
4. Remove the vehicle speed sensor bolt (9). 5. Remove the vehicle speed sensor (10) from the
extension case.
6. Remove the O-ring (11) from the vehicle speed sensor(10).
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Computers and Control Systems > Vehicle Speed Sensor >
Component Information > Diagrams > Page 6038
1. Install the O-ring (111) to the vehicle speed sensor (10). 2. Install the vehicle speed sensor (10)
to the extension case.
Notice: Refer to Fastener Notice in Service Precautions
3. Install the vehicle speed sensor bolt (9).
- Tighten the vehicle speed sensor bolt (9) to 12 Nm (106 inch lbs.).
4. Install the vehicle speed sensor wiring harness connector. 5. Install the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment 6.
Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Specifications
Air Injection Check Valve: Specifications
Secondary AIR Injection Check Valve Bracket Nut 10 Nm
Secondary AIR Injection Check Valve Mounting Bolt 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1
Air Injection Check Valve: Service and Repair Bank 1
REMOVAL PROCEDURE
1. Remove AIR Vacuum hose.
CAUTION: Allow the engine to cool before servicing the secondary air injection AIR system in order
to reduce the chance of severe burns.
2. Remove the AIR Check Valve pipe, clamps, and bolt.
3. Remove the AIR Check Valve nuts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1 > Page 6046
4. Remove the AIR Check Valve front bracket and bolt.
5. Remove the AIR Check Valve pipe adapters.
INSTALLATION PROCEDURE
NOTE: Refer to Fastener Notice in Service Precautions.
1. Install the AIR Check Valve pipe adapters.
Tighten Tighten the AIR Check Valve pipe adapters to 30 N.m (22 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1 > Page 6047
2. Install the AIR Check Valve front bracket, bolt and nut.
Tighten Tighten the AIR Check Valve front bracket bolt and nut to 25 N.m (18 lb ft).
3. Install the AIR Check Valve.
Tighten Tighten the AIR Check Valve front to 20 N.m (15 lb ft).
4. Install the AIR Check Valve nut.
Tighten Tighten the AIR Check Valve nut to 10 N.m (89 lb in).
5. Install the AIR Check Valve pipe, clamps, and bolt.
Tighten
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1 > Page 6048
Tighten the AIR Check Valve pipe bolt to 10 N.m (89 lb in).
6. Install the AIR Vacuum hose.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1 > Page 6049
Air Injection Check Valve: Service and Repair Bank 2
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the AIR vacuum hose.
CAUTION: Allow the engine to cool before servicing the secondary air injection AIR system in order
to reduce the chance of severe burns.
3. Remove the AIR Check Valve pipe, clamps, and bolt.
4. Remove the AIR Vacuum Bleed Valve Solenoid and bolt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1 > Page 6050
5. Remove the AIR Check Valve nuts.
6. Remove the AIR Check Valve rear bracket and nuts.
7. Remove the AIR Check Valve pipe adapters.
INSTALLATION PROCEDURE
NOTE: Refer to Fastener Notice in Service Precautions.
1. Install the AIR Check Valve pipe adapters.
Tighten Tighten the AIR Check Valve pipe adapters to 30 N.m (22 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1 > Page 6051
2. Install the AIR Check Valve rear bracket and nuts.
Tighten Tighten the AIR Check Valve rear bracket nuts to 25 N.m (18 lb ft).
3. Install the AIR Check Valve.
Tighten Tighten the AIR Check Valve to 20 N.m (15 lb ft).
4. Install the AIR Check Valve nut.
Tighten Tighten the AIR Check Valve nut to 10 N.m (89 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Check
Valve > Component Information > Service and Repair > Bank 1 > Page 6052
5. Install the AIR Vacuum Bleed Valve Solenoid and bolt.
Tighten Tighten the AIR Vacuum Bleed Valve Solenoid bolt to 10 N.m (89 lb in).
6. Install the AIR Check Valve pipe, clamps, and bolt.
Tighten Tighten the AIR Check Valve pipe bolt to 10 N.m (89 lb in).
7. Install the AIR Vacuum hose.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection
Hose/Tube > Component Information > Specifications
Air Injection Hose/Tube: Specifications
Secondary AIR Injection Pipe Nut 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Pump >
Component Information > Specifications
Air Injection Pump: Specifications
Secondary AIR Injection Pump Bracket Bolt 50 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Pump >
Component Information > Specifications > Page 6059
Secondary Air Injection Reaction (A.I.R.) Pump Motor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Pump >
Component Information > Specifications > Page 6060
Air Injection Pump: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to in Lifting and Jacking the Vehicle Vehicle
Lifting. 3. Remove the left wheel assembly. 4. Remove the left front fender liner. 5. Loosen the AIR
exhaust pipe hose pinch clamp. 6. Disconnect the AIR exhaust hose from the AIR pump. 7.
Disconnect the AIR pump electrical connector. 8, Remove the nuts securing AIR pump bracket to
the frame. 9. Remove the AIR pump and bracket as an assembly.
INSTALLATION PROCEDURE
NOTE: Refer to Fastener Notice in Service Precautions.
1. Secure the AIR pump and bracket to the frame mount with the nuts.
Tighten Tighten the nuts securing the AIR pump mounting bracket to 50 N.m (37 lb ft).
2. Connect the AIR pump electrical connector. 3. Lightly lubricate inner edge of AIR exhaust hose.
4. Attach the AIR exhaust hose to the AIR pump outlet port. 5. Place the AIR exhaust hose pinch
clamp around the AIR pump outlet port and exhaust hose connection. 6. Install the left front fender
liner. 7. Install the left wheel assembly. 8. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Pump
Relay > Component Information > Locations
Underhood Fuse Block (Upper) - RH Engine Compartment
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Pump
Relay > Component Information > Locations > Page 6064
Air Injection Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the underhood electrical center cover. 3. Remove the
secondary air pump relay.
INSTALLATION PROCEDURE
1. Install the secondary air pump relay. 2. Install the underhood electrical center cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Air Injection Vacuum
Bleed Valve > Component Information > Service and Repair
Air Injection Vacuum Bleed Valve: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the vacuum hoses from the vacuum bleed valve. 3.
Disconnect the electrical connector from the vacuum bleed valve. 4. Remove the nut that attaches
the vacuum bleed valve to the mounting stud. 5. Remove the vacuum bleed valve.
INSTALLATION PROCEDURE
NOTE: Refer to Fastener Notice in Service Precautions.
1. Install the nut securing the vacuum bleed valve to the mounting stud.
Tighten Tighten the mounting nut to 1O N.m (88 lb in).
2. Connect the electrical connector to the vacuum bleed valve. 3. Connect the vacuum hoses to the
vacuum bleed valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Air Injection > Pulsair Valve,
Secondary Air Injection > Component Information > Locations
Pulsair Valve: Locations
Rear of the engine, in the exhaust manifold.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component
Information > Service and Repair
Catalytic Converter: Service and Repair
Removal Procedure
The three way catalytic converter is serviced by replacing the entire assembly. Always replace the
gasket at the front flange when servicing the three way catalytic converter. Never reinstall the
original gasket.
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen
sensor electrical connector. 3. Remove the exhaust manifold pipe stud nuts.
4. Remove the catalytic converter bolts. 5. Remove the three way catalytic converter.
6. Remove the heated oxygen sensor. Refer to Heated Oxygen Sensor (H02S) Replacement
(H02SI) or Heated Oxygen Sensor (HO2S) Replacement
(H02S2) in Computers and Controls.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component
Information > Service and Repair > Page 6074
1. Install the heated oxygen sensor. Refer to Heated Oxygen Sensor (HO25) Replacement
(H02S1) or Heated Oxygen Sensor (HO2S) Replacement
(H02S2) in Computers and Controls.
2. Install a new exhaust manifold pipe gasket.
Notice: Refer to Catalytic Converter Movement Notice in Service Precautions.
3. Install and support the three way catalytic converter. 4. Install the catalytic converter bolts.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Catalytic Converter > Component
Information > Service and Repair > Page 6075
5. Install the exhaust manifold pipe stud nuts.
- Tighten the exhaust manifold pipe stud nuts to 32 Nm (24 ft. lbs.).
- Tighten the catalytic converter bolts to 45 Nm (33 ft. lbs.).
6. Connect the heated oxygen sensor electrical connector. 7. Inspect for leaks and underbody
contact. 8. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Canister Purge Control Valve > Component Information > Specifications
Canister Purge Control Valve: Specifications
EVAP Canister Purge Valve Bracket 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Canister Purge Control Valve > Component Information > Specifications > Page 6080
Canister Purge Control Valve: Service and Repair
EVAP Purge Valve
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Note the position of the EVAP hoses for installation. 3. Disconnect the
electrical connector and hoses from the EVAP canister purge valve. 4. Remove the bolt from the
valve mounting bracket. 5. Remove the EVAP purge valve.
INSTALLATION PROCEDURE
1. Position the EVAP canister purge valve on the manifold.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the bolt and secure the EVAP canister purge valve.
Tighten Tighten the purge valve retaining bolt to 10 N.m (88 lb in).
3. Connect the electrical connector and hoses to the valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Canister Purge Solenoid > Component Information > Locations
Canister Purge Solenoid: Locations
Top rear of the engine, on the intake manifold below the ignition control module.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Canister Purge Solenoid > Component Information > Locations > Page 6084
EVAP Emission Canister Purge Valve Solenoid
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Evaporative Emission Control Canister > Canister Vent Valve > Component Information > Specifications
Canister Vent Valve: Specifications
EVAP Vent Valve Bracket 6 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Evaporative Emission Control Canister > Canister Vent Valve > Component Information > Locations > Component
Locations
Canister Vent Valve: Component Locations
Evaporative Emissions (EVAP) Canister Vent Solenoid Valve
Behind the LH rear fascia splash shield in the wheel well.
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Evaporative Emission Control Canister > Canister Vent Valve > Component Information > Locations > Component
Locations > Page 6091
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Evaporative Emission Control Canister > Canister Vent Valve > Component Information > Locations > Page 6092
Evaporative Emission Canister Vent Valve Solenoid
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Evaporative Emission Control Canister > Canister Vent Valve > Component Information > Locations > Page 6093
Canister Vent Valve: Service and Repair
EVAP Vent Valve
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer Lifting and Jacking the Vehicle to in Vehicle
Lifting. 3. Remove the LT. inner rear fender. 4. Disconnect the EVAP vent valve electrical
connector. 5. Disconnect the vent hose from the EVAP vent valve. 6. Remove the EVAP vent valve
from the bracket.
INSTALLATION PROCEDURE
1. Install the EVAP vent valve onto the bracket. 2. Connect the vent hose to the EVAP vent valve.
3. Connect the EVAP vent valve electrical connector. 4. Install the LT. inner rear fender. 5. Lower
the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Evaporative Emissions System >
Liquid Vapor Separator, Evaporative System > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR
Tube > Component Information > Service and Repair
EGR Tube: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the bolt retaining the pipe assembly from the EGR valve and
carefully pull the pipe assembly back. 3. Remove the gasket. 4. Unscrew the EGR pipe assembly
nut from the exhaust manifold. 5. Remove the EGR pipe.
INSTALLATION PROCEDURE
1. Install the EGR valve pipe to the exhaust manifold. 2. Install a new gasket.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install the EGR pipe bolt to the EGR valve.
Tighten Tighten the nuts to 30 N.m (22 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR
Valve > Component Information > Specifications
EGR Valve: Specifications
Exhaust Gas Recirculation Valve to Throttle Body Adapter Bolts 30 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR
Valve > Component Information > Specifications > Page 6104
EGR Valve: Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR
Valve > Component Information > Specifications > Page 6105
Left Front Of Engine
Upper LH side of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR
Valve > Component Information > Specifications > Page 6106
Exhaust Gas Recirculation Valve
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR
Valve > Component Information > Specifications > Page 6107
EGR Valve: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the EGR valve electrical connector. 3. Remove the bolt
retaining the pipe assembly from the EGR valve and carefully pull the pipe assembly back. 4.
Remove the EGR valve retaining bolts. 5. Remove EGR valve assembly. 6. Remove the gasket.
INSTALLATION PROCEDURE
1. Install the EGR valve with a new gasket to the intake manifold.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Reinstall the bolts through the EGR valve into the intake manifold.
Tighten Tighten the EGR bolts to 30 N.m (22 lb ft).
3. Connect the exhaust pipe assembly to the EGR valve. 4. Reinstall the exhaust pipe bolt.
Tighten Tighten the nuts to 30 N.m (22 lb ft).
5. Connect the EGR valve electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Exhaust Gas Recirculation > EGR
Valve Position Sensor > Component Information > Description and Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Fillpipe Restrictor > Component
Information > Specifications
Fillpipe Restrictor: Specifications
Fuel Tank Filler Pipe Hose Clamp 2.5 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Fillpipe Restrictor > Component
Information > Description and Operation > Fuel Tank Filler Pipe
Fillpipe Restrictor: Description and Operation Fuel Tank Filler Pipe
The fuel tank filler pipe carries dispensed fuel from the fuel nozzle to the fuel tank.
In order to prevent refueling with leaded fuel, the fuel tank filler pipe (2) has a built-in restrictor and
deflector. The fuel tank filler pipe is connected to the fuel tank filler extension (1) by clamps. Inside
the fuel tank filler pipe is a check-valve that prevents fuel from splashing back out of the fuel lank
filler pipe during refueling.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Fillpipe Restrictor > Component
Information > Description and Operation > Fuel Tank Filler Pipe > Page 6116
Fillpipe Restrictor: Description and Operation Fuel Tank Filler Pipe Cap
NOTE: Use a fuel tank filler pipe cap with the same features when a replacement is necessary.
Failure to use the correct fuel tank filler pipe cap can result in a serious malfunction of the fuel
system.
Fuel Tank Filler Pipe Cap
The fuel tank filler pipe is equipped with a quarter-turn type fuel tank filler pipe cap. In order to
install the fuel tank filler pipe cap, turn the fuel tank filler pipe cap clockwise until a clicking noises is
heard.
A built-in device indicates that the fuel tank filler pipe cap is fully seated. A fuel filler cap that is not
fully seated, may cause a malfunction in the emission system. The fuel fill cap is also part of the
(ORVR) EVAP system and has a tether connected to the fuel fill door.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Positive Crankcase Ventilation >
Positive Crankcase Ventilation Valve > Component Information > Locations
Positive Crankcase Ventilation Valve: Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Positive Crankcase Ventilation >
Positive Crankcase Ventilation Valve > Component Information > Locations > Page 6121
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Relays and Modules - Emission
Control Systems > Air Injection Pump Relay > Component Information > Locations
Underhood Fuse Block (Upper) - RH Engine Compartment
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Relays and Modules - Emission
Control Systems > Air Injection Pump Relay > Component Information > Locations > Page 6126
Air Injection Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the underhood electrical center cover. 3. Remove the
secondary air pump relay.
INSTALLATION PROCEDURE
1. Install the secondary air pump relay. 2. Install the underhood electrical center cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Emission Control Systems > Sensors and Switches - Emission
Control Systems > EGR Valve Position Sensor > Component Information > Description and Operation
EGR Valve Position Sensor: Description and Operation
The Exhaust Gas Recirculation (EGR) pintle position sensor is an integral part of the EGR valve
assembly. This sensor can not be serviced separately from the EGR valve assembly.
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly
to commands from the PCM and to detect a fault if the pintle position sensor and control circuits
are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position
sensor, or a signal voltage that is not within a tolerance considered acceptable for proper EGR
system operation, the PCM will set DTC P1404 EGR valve stuck open.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > Technical Service Bulletins > Fuel Pressure - Correct Operating Range
Fuel Pressure: Technical Service Bulletins Fuel Pressure - Correct Operating Range
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-018
Date: May, 1999
INFORMATION
Subject: Correct Fuel Pressure Operating Range
Models: 2000 Buick Century 2000 Chevrolet Impala, Lumina, Malibu, Monte Carlo, Venture 2000
Oldsmobile Alero, Silhouette 2000 Pontiac Grand Am, Grand Prix, Montana with 3.1 L or 3.4 L V6
Engine (VINs J, E - RPOs LG8, LA1)
All 2000 model year 3.1 L and 3.4 L engines have a revised fuel pressure regulator and Multec II
fuel injectors.
The fuel system operating pressure is 358-405 kPa (52-59 psi) on these applications.
Important:
^ This regulator is NOT interchangeable with past model applications. When replacement is
necessary for the above listed applications, use only regulator P/N 17113622.
^ Installing regulators other than the above listed part number in these applications may result in a
change in engine performance and/or driveability concerns.
Refer to the Engine Controls subsection of the Service Manual for complete diagnostic and repair
information on fuel system related concerns.
Parts Information
Part Number Description
17113622 Fuel Pressure Regulator
Parts are currently available from GMSPO.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > Technical Service Bulletins > Page 6136
Fuel Pressure: Specifications Fuel Pressure
Fuel Pressure
Fuel Pressure 52-59 psi
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis
Fuel Pressure: Testing and Inspection Fuel System Diagnosis
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 6139
Diagnostic Chart (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 6140
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 6141
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 6142
Fuel Pressure: Testing and Inspection Fuel System Pressure Test
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 6143
Diagnostic Chart (Part 2 Of 3)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 6144
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure > System
Information > System Diagnosis > Fuel System Diagnosis > Page 6145
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Release >
System Information > Service and Repair
Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
Tools Required ^
J34730-1A Fuel Pressure Gauge
^ J34730-262 Fuel Pressure Gauge Fitting
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery terminal.
IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt.
2. Install the J 34730-262 fuel pressure gauge fitting adaptor to the fuel pressure connection. 3.
Connect fuel pressure gauge J 34730-1A to the fuel gauge pressure fitting. Wrap a shop towel
around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system
pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel
pressure gauge into an approved container.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System
Information > Specifications
Idle Speed: Specifications
Information not supplied by the manufacturer.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Speed > System
Information > Specifications > Page 6152
Idle Speed: Adjustments
The Powertrain Control Module (PCM) controls engine idle speed by adjusting the position of the
Idle Air Control (IAC) motor pintle. The IAC is a bi-directional motor driven by two coils. The PCM
pulses current to the IAC coils in steps, counts, to extend the IAC pintle into a passage in the
throttle body to decrease air flow. The PCM reverses the current pulses to retract the pintle,
increasing air flow. This method allows highly accurate control of idle speed and quick response to
changes in engine load.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal >
Component Information > Specifications
Accelerator Pedal: Specifications
Accelerator Pedal Retaining Bolt 20 Nm
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Accelerator Pedal >
Component Information > Specifications > Page 6156
Accelerator Pedal: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the left instrument panel sound insulator. 3. Disconnect the
accelerator cable (5) from accelerator pedal (1). 4. Remove the bolts (2) and studs (3) holding the
accelerator pedal to the bulk head (4). 5. Remove the accelerator pedal.
INSTALLATION PROCEDURE
1. Install the accelerator pedal (1) to bulkhead (4).
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the accelerator pedal bolt (3) and stud (2).
Tighten Tighten the accelerator pedal assembly bolts and studs to 20 N.m (15 lb ft)
3. Connect the accelerator cable (5) to accelerator pedal (1). 4. Inspect the accelerator pedal^ Inspect for complete throttle opening and closing positions by operating the accelerator pedal.
The throttle should operate freely without binding between full closed and wide open throttle.
^ Inspect for poor carpet fit under the accelerator pedal.
5. Reinstall the left instrument panel sound insulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > Customer Interest for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 6166
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Air Filter Element: >
04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 6172
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Air Cleaner Housing > Air Filter
Element > Component Information > Technical Service Bulletins > Page 6173
Air Filter Element: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the IAT sensor electrical connector. 3. Disconnect the
breather tube from the air intake duct. 4. Disconnect the MAF sensor electrical connector. 5.
Loosen the air intake duct/MAF sensor hose clamps. 6. Carefully remove the air inlet hose from the
throttle body and air cleaner cover. 7. Remove the 2 housing cover retaining clamps. 8, Remove
the air cleaner cover (5) and carefully remove the air filter element (6). 9. Inspect the housing cover
(5), seal assembly, and air ducting (2) for damage.
INSTALLATION PROCEDURE
1. Carefully install the air filter element (6) into the air cleaner assembly (1). 2. Install the housing
cover (5) and install the housing cover retaining screws (2). 3. Carefully install the air inlet hose to
the throttle body and air cleaner cover. 4. Tighten the air inlet hose clamp. 5. Install the air intake
duct/MAF sensor assembly. 6. Tighten the air intake duct/MAF sensor hose clamps. 7. Connect the
breather tube to the air intake duct. 8, Connect the MAF sensor electrical connector. 9. Connect the
IAT sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions
Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6179
Electrical Symbols (Part 1 Of 4)
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6180
Electrical Symbols (Part 2 Of 4)
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6181
Electrical Symbols (Part 3 Of 4)
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6182
Electrical Symbols (Part 4 Of 4)
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6183
Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6185
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6196
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6197
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6198
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6199
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6200
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6201
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6202
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6203
Equivalents - Decimal And Metric (Part 1 Of 2)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6204
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6205
Mass Air Flow (MAF) Sensor
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6206
Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Diagram Information and Instructions > Page 6207
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Mass Air Flow (MAF) Sensor
<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 6208
Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Computers and Control Systems/Description and
Operation/Information Sensors/Switches
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<--> [Air Flow Meter/Sensor] > Component Information > Diagrams > Page 6209
Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fillpipe Restrictor >
Component Information > Specifications
Fillpipe Restrictor: Specifications
Fuel Tank Filler Pipe Hose Clamp 2.5 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fillpipe Restrictor >
Component Information > Description and Operation > Fuel Tank Filler Pipe
Fillpipe Restrictor: Description and Operation Fuel Tank Filler Pipe
The fuel tank filler pipe carries dispensed fuel from the fuel nozzle to the fuel tank.
In order to prevent refueling with leaded fuel, the fuel tank filler pipe (2) has a built-in restrictor and
deflector. The fuel tank filler pipe is connected to the fuel tank filler extension (1) by clamps. Inside
the fuel tank filler pipe is a check-valve that prevents fuel from splashing back out of the fuel lank
filler pipe during refueling.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fillpipe Restrictor >
Component Information > Description and Operation > Fuel Tank Filler Pipe > Page 6215
Fillpipe Restrictor: Description and Operation Fuel Tank Filler Pipe Cap
NOTE: Use a fuel tank filler pipe cap with the same features when a replacement is necessary.
Failure to use the correct fuel tank filler pipe cap can result in a serious malfunction of the fuel
system.
Fuel Tank Filler Pipe Cap
The fuel tank filler pipe is equipped with a quarter-turn type fuel tank filler pipe cap. In order to
install the fuel tank filler pipe cap, turn the fuel tank filler pipe cap clockwise until a clicking noises is
heard.
A built-in device indicates that the fuel tank filler pipe cap is fully seated. A fuel filler cap that is not
fully seated, may cause a malfunction in the emission system. The fuel fill cap is also part of the
(ORVR) EVAP system and has a tether connected to the fuel fill door.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information
> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada)
Fuel: Technical Service Bulletins Fuel System - TOP TIER Detergent Gasoline (Canada)
INFORMATION
Bulletin No.: 05-06-04-022G
Date: October 27, 2010
Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel
Economy, No Start, Power, Performance, Stall Concerns) - Canada ONLY
Models:
2011 and Prior GM Passenger Cars and Trucks (Canada Only)
Supercede: This bulletin is being revised to update the model years and include an additional
gasoline brand as a TOP TIER source. Please discard Corporate Bulletin Number 05-06-04-022F
(Section 06 - Engine/Propulsion System). In the U.S., refer to the latest version of Corporate
Bulletin Number 04-06-04-047I.
A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel
marketers. This gasoline meets detergency standards developed by six automotive companies. All
vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest
Additive Concentration" recommended by the Canadian General Standards Board (CGSB). Those
vehicles that have experienced deposit related concerns may especially benefit from use of TOP
TIER Detergent Gasoline.
Intake valve: 16,093 km (10,000 mi) with TOP TIER Detergent Gasoline
Intake valve: 16,093 km (10,000 mi) with Minimum Additive recommended by the CGSB
Top Tier Fuel Availability
Chevron was the first to offer TOP TIER Detergent Gasoline in Canada. Shell became the first
national gasoline retailer to offer TOP TIER Detergent Gasoline across Canada. Petro-Canada
began offering TOP TIER Detergent Gasoline nationally as of October 1, 2006. Sunoco began
offering TOP TIER Detergent Gasoline in March of 2007. Esso began offering TOP TIER Detergent
Gasoline in May of 2010.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information
> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 6220
Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards
The following gasoline brands meet the TOP TIER Detergent Gasoline Standards in all octane
grades :
Chevron Canada (markets in British Columbia and western Alberta)
- Shell Canada (nationally)
- Petro-Canada (nationally)
- Sunoco-Canada (Ontario)
- Esso-Canada (nationally)
What is TOP TIER Detergent Gasoline?
TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency and no
metallic additives. It meets new, voluntary deposit control standards developed by six automotive
companies that exceed the detergent recommendations of Canadian standards and does not
contain metallic additives, which can damage vehicle emission control components.
Where Can TOP TIER Detergent Gasoline Be Purchased?
The TOP TIER program began in the U.S. and Canada on May 3, 2004. Some fuel marketers have
already joined and introduced TOP TIER Detergent Gasoline. This is a voluntary program and not
all fuel marketers will offer this product. Once fuel marketers make public announcements, they will
appear on a list of brands that meet the TOP TIER standards.
Who developed TOP TIER Detergent Gasoline standards?
TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW,
General Motors, Honda, Toyota, Volkswagen and Audi.
Why was TOP TIER Detergent Gasoline developed?
TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in
gasoline. In the U.S., government regulations require that all gasoline sold in the U.S. contain a
detergent additive. However, the requirement is minimal and in many cases, is not sufficient to
keep engines clean. In Canada, gasoline standards recommend adherence to U.S. detergency
requirements but do not require it. In fact, many brands of gasoline in Canada do not contain any
detergent additive. In order to meet TOP TIER Detergent Gasoline standards, a higher level of
detergent is needed than what is required or recommended, and no metallic additives are allowed.
Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product.
Why did the six automotive companies join together to develop TOP TIER?
All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining
together emphasized that low detergency and the intentional addition of metallic additives is an
issue of concern to several automotive companies.
What are the benefits of TOP TIER Detergent Gasoline?
TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest
Additive Concentration" recommended by Canadian standards. Clean engines help provide optimal
fuel economy and engine performance, and also provide reduced emissions. Also, the use of TOP
TIER Detergent Gasoline will help reduce deposit related concerns.
Who should use TOP TIER Detergent Gasoline?
All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the
"Lowest Additive Concentration" recommended by Canadian standards. Those vehicles that have
experienced deposit related concerns may especially benefit from use of TOP TIER Detergent
Gasoline. More information on TOP TIER Detergent Gasoline can be found at this website,
http://www.toptiergas.com/.
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> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 6221
Disclaimer
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> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 6222
Fuel: Technical Service Bulletins Fuel System - 'TOP TIER' Detergent Gasoline Information
INFORMATION
Bulletin No.: 04-06-04-047I
Date: August 17, 2009
Subject: TOP TIER Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance,
Stall Concerns) - U.S. Only
Models:
2010 and Prior GM Passenger Cars and Trucks (including Saturn) (U.S. Only) 2003-2010
HUMMER H2 (U.S. Only) 2006-2010 HUMMER H3 (U.S. Only) 2005-2009 Saab 9-7X (U.S. Only)
Supercede: This bulletin is being revised to add model years and additional sources to the Top Tier
Fuel Retailers list. Please discard Corporate Bulletin Number 04-06-04-047H (Section 06 Engine/Propulsion System). In Canada, refer to Corporate Bulletin Number 05-06-04-022F.
A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel
marketers. This gasoline meets detergency standards developed by six automotive companies. All
vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest
Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related
concerns may especially benefit from the use of TOP TIER Detergent Gasoline.
Intake valve: - 10,000 miles with TOP TIER Detergent Gasoline
Intake valve: - 10,000 miles with Legal Minimum additive
Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards
As of August 1, 2009, all grades of the following gasoline brands meet the TOP TIER Detergent
Gasoline Standards:
- Chevron
- Chevron-Canada
- QuikTrip
- Conoco
Phillips 66
- 76
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> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 6223
- Shell
- Shell-Canada
- Entec Stations located in the greater Montgomery, Alabama area.
- MFA Oil Company located throughout Missouri.
- Kwik Trip, Inc. in Minnesota and Wisconsin and Kwik Star convenience stores in Iowa.
The Somerset Refinery, Inc. at Somerset Oil stations in Kentucky.
Aloha Petroleum
- Tri-Par Oil Company
- Turkey Hill Minit Markets
- Texaco
- Petro-Canada
- Sunoco-Canada
- Road Ranger located in Illinois, Indiana, Iowa, Kentucky, Missouri, Ohio and Wisconsin
What is TOP TIER Detergent Gasoline?
TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new,
voluntary deposit control standards developed by six automotive companies that exceed the
detergent requirements imposed by the EPA.
Where Can TOP TIER Detergent Gasoline Be Purchased?
The TOP TIER program began on May 3, 2004 and many fuel marketers have joined the program
and have introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel
marketers will offer this product. Once fuel marketers make public announcements, they will appear
on a list of brands that meet the TOP TIER standards.
Where Can I find the Latest Information on TOP TIER Fuel and Retailers?
On the web, please visit www.toptiergas.com for additional information and updated retailer lists.
Who developed TOP TIER Detergent Gasoline standards?
TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi,
BMW, General Motors, Honda, Toyota and Volkswagen.
Why was TOP TIER Detergent Gasoline developed?
TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in
gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However,
the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to
meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is
required by the EPA. Also, TOP TIER was developed to give fuel marketers the opportunity to
differentiate their product.
Why did the six automotive companies join together to develop TOP TIER?
All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining
together emphasized that low detergency is an issue of concern to several automotive companies.
What are the benefits of TOP TIER Detergent Gasoline?
TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest
Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and
performance and reduced emissions. Also, use of TOP TIER Detergent Gasoline will help reduce
deposit related concerns.
Disclaimer
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information
> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 6224
Fuel: Technical Service Bulletins Fuel System - E85 Fuel Usage Precautions
Bulletin No.: 05-06-04-035C
Date: July 30, 2007
INFORMATION
Subject: Usage of E85 Fuels in GM Vehicles
Models: 1997-2008 GM Passenger Cars and Trucks (including Saturn) 2003-2008 HUMMER H2
2006-2008 HUMMER H3 1997-2008 Isuzu NPR Commercial Medium Duty Trucks 2005-2008
Saab 9-7X
Supercede:
This bulletin is being revised to add the 2008 model year and additional engines with E85
capability. Please discard Corporate Bulletin Number 05-06-04-035B (Section 06 Engine/Propulsion System).
Customer Interest in E85 Fuel
As the retail price of gasoline increases, some locations in the country are seeing price differentials
between regular gasoline and E85 where E85 is selling for substantially less than regular grade
gasoline. One result of this is that some customers have inquired if they are able to use E85 fuel in
non-E85 compatible vehicles.
Only vehicles designated for use with E85 should use E85 blended fuel.
E85 compatibility is designated for vehicles that are certified to run on up to 85% ethanol and 15%
gasoline. All other gasoline engines are designed to run on fuel that contains no more than 10%
ethanol.
Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause
driveability issues, service engine soon indicators as well as increased fuel system corrosion.
Using E85 Fuels in Non-Compatible Vehicles
General Motors is aware of an increased number of cases where customers have fueled
non-FlexFuel designated vehicles with E85. Fueling non-FlexFuel designated vehicles with E85, or
with fuels where the concentration of ethanol exceeds the ASTM specification of 10%, will result in
one or more of the following conditions:
Lean Driveability concerns such as hesitations, sags and/or possible stalling.
SES lights due to OBD codes.
Fuel Trim codes P0171 and/or P0174.
Misfire codes (P0300).
Various 02 sensor codes.
Disabled traction control or Stability System disabled messages.
Harsh/Firm transmission shifts.
Fuel system and/or engine mechanical component degradation.
Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause
driveability issues, service engine soon indicators as well as increased fuel system corrosion.
If the dealer suspects that a non-FlexFuel designated vehicle brought in for service has been
fueled with E85, the fuel in the vehicle's tank should be checked for alcohol content with tool J
44175. If the alcohol content exceeds 10% the fuel should be drained and the vehicle refilled with
gasoline - preferably one of the Top Tier brands.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information
> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 6225
Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms
of the New Vehicle Warranty.
A complete list of GM's FlexFuel vehicles can be found in this Service Bulletin, or at
www.livegreengoyellow.com.
E85 Compatible Vehicles
The only E85 compatible vehicles produced by General Motors are shown.
Only vehicles that are listed in the E85 Compatible Vehicles section of this bulletin and/or
www.livegreengoyellow.com are E85 compatible.
All other gasoline and diesel engines are NOT E85 compatible.
Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause
driveability issues, service engine soon indicators as well as increased fuel system corrosion.
Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms
of the New Vehicle Warranty.
Disclaimer
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information
> Technical Service Bulletins > Fuel System - TOP TIER Detergent Gasoline (Canada) > Page 6226
Fuel: Technical Service Bulletins Fuel - Top Tier Detergent Gasoline Information
Bulletin No.: 04-06-00-047
Date: June 24, 2004
ADVANCED SERVICE INFORMATION
Subject: Top Tier Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance,
Stall Concerns)
Models: 2005 and Prior All General Motors Passenger Cars and Trucks (U.S. Only)
A new class of gasoline, called Top Tier Detergent Gasoline, will be appearing at retail stations of
some fuel marketers. This gasoline meets detergency standards developed by four automotive
companies. A description of the concept and benefits of Top Tier is provided in the following
question and answer section.
What is Top Tier Detergent Gasoline?
Top Tier Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new,
voluntary deposit control standards developed by four automotive companies that exceed the
detergent requirements imposed by the EPA.
Who developed Top Tier Detergent Gasoline standards?
Top Tier Detergent Gasoline standards were developed by four automotive companies: BMW,
General Motors, Honda and Toyota.
Why was Top Tier Detergent Gasoline developed?
Top Tier Detergent Gasoline was developed to increase the level of detergent additive in gasoline.
The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the
requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet
Top Tier Detergent Gasoline standards, a higher level of detergent is needed than what is required
by the EPA. Also, Top Tier was developed to give fuel marketers the opportunity to differentiate
their product.
Why did the four automotive companies join together to develop Top Tier?
All four corporations recognized the benefits to both the vehicle and the consumer. Also, joining
together emphasized that low detergency is an issue of concern to several automotive companies.
What are the benefits of Top Tier Detergent Gasoline?
Top Tier Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest
Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and
performance and reduced emissions. Also, use of Top Tier Detergent Gasoline will help reduce
deposit related concerns.
Who should use Top Tier Detergent Gasoline?
All vehicles will benefit from using Top Tier Detergent Gasoline over gasoline containing the
"Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit
related concerns may especially benefit from use of Top Tier Detergent Gasoline.
Where can Top Tier Detergent Gasoline be purchased?
The Top Tier program began on May 3, 2004. Some fuel marketers have already joined and are
making plans to introduce Top Tier Detergent Gasoline. This is a voluntary program and not all fuel
marketers will offer this product. Once fuel marketers make public announcements, a list of all fuel
marketers meeting Top Tier standards will be made available. For now, look for the "Top Tier"
designation at the gas pump.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information
> Technical Service Bulletins > Page 6227
Fuel: Testing and Inspection
Alcohol concentrations more than 10 percent in fuel can be detrimental to fuel system components
and may cause driveability problems such as hesitation, lack of power, stall, no start, etc.
The problems may be due to fuel system corrosion and subsequent fuel filter plugging,
deterioration of rubber components, and/or air-fuel mixture leaning.
Various types and concentrations of alcohol are used in commercial fuel. Some alcohol is more
detrimental to fuel system components than others. If an excessive amount of alcohol in the fuel is
suspected as the cause of a driveability condition.
Alcohol In Fuel Testing Procedure
The fuel sample should be drawn from the bottom of the tank so that any water present in the tank
will be detected. The sample should be bright and clear. If alcohol contamination is suspected then
use the following procedure to test the fuel quality. 1. Using a 100 ml specified cylinder with 1 ml
graduation marks, fill the cylinder with fuel to the 90 ml mark. 2. Add 10 ml of water in order to bring
the total fluid volume to 100 ml and install a stopper. 3. Shake the cylinder vigorously for 10 to 15
seconds. 4. Carefully loosen the stopper in order to release the pressure. 5. Re-install the stopper
and shake the cylinder vigorously again for 10 to 15 seconds. 6. Put the cylinder on a level surface
for approximately 5 minutes in order to allow adequate liquid separation.
If alcohol is present in the fuel, the volume of the lower layer (which would now contain both alcohol
and water) will be more than 10 ml. For example, if the volume of the lower layer is increased to 15
ml, this indicates at least 5 percent alcohol in the fuel. The actual amount of alcohol may be
somewhat more because this procedure does not extract all of the alcohol from the fuel.
Particulate Contaminants In Fuel Testing Procedure
The fuel sample should be drawn from the bottom of the tank so that any water present in the tank
will be detected. The sample should be bright and clear. If the sample appears cloudy, or
contaminated with water (as indicated by a water layer at the bottom of the sample) use the
following procedure to diagnose the fuel. 1. Using an approved fuel container, draw approximately
0.5 liter of fuel. 2. Place the cylinder on a level surface for approximately 5 minutes in order to allow
settling of the particulate contamination. 3. Observe the fuel sample. If any physical contaminants
or water are present, then clean the fuel system. Refer to Fuel System Cleaning.
Particulate contamination will show up in various shapes and colors, such as sand will typically be
identified by a white or light brown crystals, rubber particles typically as black and irregular. Any
particles that do show up regardless of color or shape are not acceptable, and the entire fuel
system should be thoroughly cleaned.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel > Component Information
> Technical Service Bulletins > Page 6228
Fuel: Service and Repair
CLEANING PROCEDURE
NOTE: ^
Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and other
contaminants from entering the open pipes and passages.
IMPORTANT: ^
When flushing the fuel tank, the fuel and water mixture needs to be treated as a hazardous
material. The material needs to be handled in accordance with all local, state and federal laws and
regulations.
^ When ever the fuel tank is cleaned, the fuel pump fuel strainer must be inspected. If the fuel
pump fuel strainer is contaminated, the fuel pump fuel strainer must be replaced and the fuel pump
must be inspected.
^ Always maintain cleanliness when servicing fuel system components.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel
Filter/Fuel Pressure Release/Service and Repair 2. Drain the fuel tank. Refer to Fuel Tank Draining
Procedure. See: Fuel Tank/Service and Repair/Procedures 3. Remove the fuel tank. 4. Remove
the fuel sender assembly. 5. Inspect the fuel pump inlet for dint and debris. If dirt and debris are
found, the fuel pump needs to be replaced. 6. Flush fuel tank with hot water. 7. Pour the water out
of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the
removal of the water from
the fuel tank is complete.
8. Allow tank to dry completely before reassembly. 9. Reinstall the fuel sender assembly.
10. Reinstall the fuel tank. 11. Replace the fuel filter. 12. Add fuel and reinstall the fuel tank filler
pipe cap. 13. Reconnect the negative battery cable. 14. Inspect for leaks.
14.1. Turn the ignition ON for 2 seconds. 14.2. Turn the ignition OFF for 10 seconds. 14.3. Turn the
ignition ON. 14.4. Inspect for fuel leaks.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Filter > Fuel Pressure
Release > System Information > Service and Repair
Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
Tools Required ^
J34730-1A Fuel Pressure Gauge
^ J34730-262 Fuel Pressure Gauge Fitting
CAUTION: Refer to Battery Disconnect Caution in Service Precautions.
1. Disconnect the negative battery terminal.
IMPORTANT: Mount the fuel pressure gauge fitting below the belt to avoid contact with the belt.
2. Install the J 34730-262 fuel pressure gauge fitting adaptor to the fuel pressure connection. 3.
Connect fuel pressure gauge J 34730-1A to the fuel gauge pressure fitting. Wrap a shop towel
around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system
pressure. The fuel connections are now safe for servicing. 5. Drain any fuel remaining in the fuel
pressure gauge into an approved container.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Technical Service Bulletins > Fuel System - Fuel Injector Maintenance Cleaning
Fuel Injector: Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning
Bulletin No.: 04-06-04-051B
Date: January 04, 2006
INFORMATION
Subject: Maintenance Cleaning of Fuel Injectors
Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2
2006 HUMMER H3
Supercede:
This bulletin is being revised to add models and model years and update the name and part
number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A
(Section 06 - Engine/Propulsion System).
General Motors is aware that some companies are marketing tools, equipment and programs to
support fuel injector cleaning as a preventative maintenance procedure. General Motors does not
endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance
procedure. Fuel injector cleaning is approved only when performed as directed by a published GM
driveability or DTC diagnostic service procedure.
Due to variation in fuel quality in different areas of the country, the only preventative maintenance
currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel
System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada,
P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number
03-06-04-030A for proper cleaning instructions.
Disclaimer
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Specifications > Electrical Specifications
Fuel Injector: Electrical Specifications
Voltage
Voltage ECT between 50-95 degrees F (10-35 degrees C)
Injector Voltage Reading 5.7 - 6.6 Volts
Please refer to Fuel Injector Coil Test procedure.
Resistance Ohms
Resistance Ohms ECT between 50 - 95 degrees F (10 - 35 degrees C)
Ohms 11.4-12.6
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Specifications > Electrical Specifications > Page 6239
Fuel Injector: Pressure, Vacuum and Temperature Specifications Fuel Injector Pressure Drop
Fuel Injector Pressure Drop If the pressure drop value for each injector is within 1.5 psi of the
average drop value the fuel injectors are flowing properly.
Pressure Drop 1.5 psi
Fuel Injector Balance Test Example (Typical)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Specifications > Page 6240
Fuel Injector: Locations
Top of the engine at each of the cylinder intake ports.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions
Fuel Injector: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6243
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6244
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6245
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6246
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6247
Fuel Injector: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Information > Diagrams > Diagram Information and Instructions > Page 6248
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6249
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Information > Diagrams > Diagram Information and Instructions > Page 6250
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6263
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6264
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6265
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6266
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6267
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6268
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6269
Fuel Injector: Connector Views
Fuel Injector 1
Fuel Injector 2
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6270
Fuel Injector 3
Fuel Injector 4
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Diagram Information and Instructions > Page 6271
Fuel Injector 5
Fuel Injector 6
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Injector > Component
Information > Diagrams > Page 6272
Fuel Injector: Description and Operation
The MULTEC 2 MPFI fuel injector assembly is a solenoid operated device, Controlled by an
on-board computer called the powertrain control module ( PCM), that meters fuel to a single engine
cylinder. The PCM energizes the high-impedance (12.0 ohms) solenoid (2) to open a normally
closed ball valve (3). This allows fuel to flow into the top of the injector (1), past the ball valve, and
through a director plate at the injector outlet. The director plate has precision holes that control fuel
flow, generating a spray of finely atomized fuel at the injector tip. Fuel from the injector tip is
directed at the intake valve, causing it to become further atomized and vaporized before entering
the combustion chamber.
The eight digit part number (2) is identified on the fuel injector body (1). A four digit number build
date code is located to the far left of the part number.
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Information > Diagrams > Page 6273
Fuel Injector: Service and Repair
REMOVAL PROCEDURE
NOTE: Use care in removing the fuel injectors in order to prevent damage to the fuel injector
electrical connector pins or the fuel injector nozzles. Do not immerse the fuel injector in any type of
cleaner. The fuel injector is an electrical component and may be damaged by this cleaning method.
IMPORTANT: Important the fuel injector is serviced as a complete assembly only. If the fuel
injectors are found to be leaking, the engine oil may be contaminated with fuel.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Remove the fuel rail. 3. Remove the fuel injector retaining
clips (1). 4. Remove the fuel injector (3) from the fuel rail. 5. Remove the fuel injector Upper O-ring
(2). 6. Remove the fuel injector lower O-ring (4).
INSTALLATION PROCEDURE
IMPORTANT: Important each fuel injector is calibrated for a specific flow rate. Be sure to use the
correct part number when ordering replacement fuel injectors. When replacing the fuel injector
O-rings, be sure to install the brown O-ring in the lower position. The fuel injector lower O-ring uses
a nylon collar, called the O-ring backup, to properly position the O-ring on the fuel injector. Be sure
to Install the O-ring backup, or the sealing O-ring may move on the fuel injector when installing the
fuel rail. If the sealing O-ring is not seated properly, a vacuum leak is possible and driveability
complaints may occur.
1. Install the fuel injector Upper O-ring (2). 2. Install the fuel injector lower O-ring (4). 3. Install the
fuel injector (3) into the fuel rail. 4. Install the fuel injector retaining clips (1). 5. Install the fuel rail. 6.
Install the upper intake manifold. 7. Tighten the fuel filler cap. 8. Reconnect the negative battery
cable. 9. Inspect for fuel leaks using the following procedure:
9.1. Turn ON the ignition for 2 seconds. 9.2. Then OFF the ignition for 10 seconds. 9.3. Turn ON
the ignition. 9.4. Inspect for fuel leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Line Coupler >
Component Information > Description and Operation
Fuel Line Coupler: Description and Operation
CAUTION: In order to Reduce the Risk of Fire and Personal Injury:
^ if nylon fuel pipes are nicked, scratched or damaged during installation, Do Not attempt to repair
the sections of the nylon fuel pipes. Replace them.
^ When installing new fuel pipes, Do Not hammer directly on the fuel harness body clips as it may
damage the nylon pipes resulting in a possible fuel leak.
^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never
expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more
than 90°C (194°F) for any extended period.
^ Before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe
ends. This will ensure proper reconnection and prevent a possible fuel leak. (During normal
operation, the O-rings located in the female connector will swell and may prevent proper
reconnection if not lubricated.)
Quick-connect type fittings provide a simplified means of disconnecting and connecting fuel system
components. Depending on the vehicle type, there are two types of quick-connect fittings. Each are
used at different locations in the fuel system. Each type of quick-connect fitting consists of a unique
female connector and a compatible male fuel pipe end. An O-ring is located inside the female
connector, witch provides the fuel seal. Integral locking tabs or fingers hold the quick-connect
fittings together.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Line Coupler >
Component Information > Service and Repair > Metal Collar
Fuel Line Coupler: Service and Repair Metal Collar
REMOVAL PROCEDURE
Tools Required J 37088-A Fuel Line Quick-Connect Separator
CAUTION: ^
Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury.
^ Relieve the fuel system pressure before servicing fuel system components in order to reduce the
risk of fire and personal injury.
After relieving the system pressure, a small amount of fuel may be released when servicing the fuel
lines or connections. In order to reduce the chance of personal injury, cover the regulator and the
fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out.
Place the towel in an approved container when the disconnection is complete.
NOTE: ^
Before attempting any On-Vehicle Service, place a dry chemical (Class B) fire extinguisher near
work area.
^ Cap the fittings and plug the holes when servicing the fuel system in order to prevent din and
other contaminants from entering the open pipes and passages.
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Grasp both sides of the fitting. Twist the female connector
1/4 turn in each direction to loosen any dirt within the fitting.
3. Blow dirt out of the fitting using compressed air.
4. Choose the correct tool from J 37088-A tool set for the size of the fitting. Insert the tool into the
female connector, then push inward to release the
locking tabs.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Line Coupler >
Component Information > Service and Repair > Metal Collar > Page 6279
5. Pull the connection apart.
NOTE: If necessary, remove rust or burrs from the fuel pipes with an emery cloth. Use a radial
motion with the fuel pipe end in order to prevent damage to the O-ring sealing surface. Use a clean
shop towel in order to wipe off the male tube ends. Inspect all the connections for dirt and burrs.
Clean or replace the components and assemblies as required.
6. Using a clean shop towel, wipe off the male pipe end. 7. Inspect both ends of the fitting for dirt
and burrs. Clean or replace the components as required.
INSTALLATION PROCEDURE
CAUTION: In order to reduce the risk of fire and personal injury, before connecting fuel pipe
fittings, always apply a few drops of clean engine oil to the male pipe ends.
This will ensure proper reconnection and prevent a possible fuel leak.
During normal operation, the O-rings located in the female connector will swell and may prevent
proper reconnection if not lubricated.
1. Apply a few drops of clean engine oil to the male pipe end.
2. Push both sides of the fitting together to cause the retaining tabs to snap into place.
3. Once installed, pull on both sides of the fitting to make sure the connection is secure. 4. Tighten
the fuel filler cap. 5. Reconnect the negative battery cable. 6. Inspect for leaks.
6.1. Turn the ignition ON for 2 seconds. 6.2. Turn the ignition OFF for 10 seconds. 6.3. Turn the
ignition ON. 6.4. Inspect for fuel leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Line Coupler >
Component Information > Service and Repair > Metal Collar > Page 6280
Fuel Line Coupler: Service and Repair Plastic Collar
REMOVAL PROCEDURE
CAUTION: ^
Relieve the fuel system pressure before servicing fuel system components in order to reduce the
risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be
released when servicing the fuel lines or connections. In order to reduce the chance of personal
injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will
catch any fuel that may leak out. Place the towel in an approved container when the disconnection
is complete.
^ Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury.
NOTE: ^
Before attempting any On-Vehicle Service, place a dry chemical (Class B) fire extinguisher near
work area.
^ Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and
other contaminants from entering the open pipes and passages.
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Grasp both sides of the quick-connect fitting. Twist
quick-connect fitting 1/4 turn in each direction to loosen any dirt within fitting. 3. Repeat for other
fuel pipe fitting.
4. Blow out dirt from quick-connect fittings at both ends, using compressed air.
5. Squeeze plastic tabs of male end connector.
6. Pull connection apart.
Repeat for the other fitting.
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Component Information > Service and Repair > Metal Collar > Page 6281
7. Wipe off the male pipe end using a clean shop towel. 8. Clean or replace
components/assemblies as required.
INSTALLATION PROCEDURE
CAUTION: In order to reduce the risk of fire and personal injury, before connecting fuel pipe
fittings, always apply a few drops of clean engine oil to the male pipe ends.
This will ensure proper reconnection and prevent a possible fuel leak.
During normal operation, the O-rings located in the female connector will swell and may prevent
proper reconnection if not lubricated.
1. Apply a few drops of clean oil to the male pipe end.
2. Push both sides of the quick-connect fitting together in order to cause the retaining tabs/fingers
to make sure snap into place.
3. Pull on both sides of the quick connect fitting in order to make sure the connection is secure. 4.
Tighten the fuel filler cap. 5. Reconnect negative battery cable. 6. Inspect for fuel leaks.
6.1. Turn the ignition ON for 2 seconds. 6.2. Turn the ignition OFF for 10 seconds. 6.3. Turn the
ignition ON. 6.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator >
Component Information > Specifications
Fuel Pressure Regulator: Specifications
Fuel Pressure Regulator Attaching Bolt 8.5 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator >
Component Information > Description and Operation > Fuel Pressure Regulator Assembly
Fuel Pressure Regulator: Description and Operation Fuel Pressure Regulator Assembly
Fuel Pressure Regulator
The fuel pressure regulator is a diaphragm-operated relief valve with fuel pump pressure on one
side and manifold pressure on the other. The function of the fuel pressure regulator is to maintain
the fuel pressure available to the fuel injectors at 3 times barometric pressure, adjusted for engine
load.
The fuel pressure regulator attaches to the fuel rail on the fuel return side and may be serviced
separately.
If the fuel pressure is too low, poor performance could result. If the pressure is to high, excessive
odor and a Diagnostic Trouble Code (DTC) may result.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator >
Component Information > Description and Operation > Fuel Pressure Regulator Assembly > Page 6287
Fuel Pressure Regulator: Description and Operation Pressure Regulator Assembly
Fuel Pressure Regulator
The fuel pressure regulator is a diaphragm-operated relief valve with fuel pump pressure on one
side and manifold pressure on the other. The function of the fuel pressure regulator is to maintain
the fuel pressure available to the fuel injectors at 3 times barometric pressure, adjusted for engine
load.
The fuel pressure regulator is mounted on the fuel rail and may be serviced separately.
If the fuel pressure is too low, poor performance and DTC P0171 could result.If the pressure is too
high, excessive odor and/or DTC P0172 may result. Refer to Fuel System Pressure Test.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pressure Regulator >
Component Information > Description and Operation > Page 6288
Fuel Pressure Regulator: Service and Repair
REMOVAL PROCEDURE
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Disconnect the fuel pressure regulator vacuum line. 3.
Remove the fuel pressure regulator retaining screw. 4. Using a shop towel to catch any spilled fuel,
lift and twist the fuel pressure regulator in order to remove the fuel pressure regulator from the fuel
rail.
5. Remove the retainer and spacer bracket from rail and discard. 6. Remove the fuel pressure
regulator from the engine fuel return pipe. 7. Remove the fuel pressure regulator inlet 0-ring and
discard.
INSTALLATION PROCEDURE
CAUTION: Connect the fuel return line before tightening the regulator attaching screw in order to
prevent the regulator from rotating. Rotation of the regulator could damage the retainer and spacer
bracket and lead to a fuel leak at the regulator inlet
NOTE: ^
Do not use compressed air in order to test or clean a fuel pressure regulator as damage to the fuel
pressure regulator may result.
^ Clean the fuel pressure regulator filter screen with gasoline if necessary.
^ Do not immerse the fuel pressure regulator in a solvent bath in order to prevent damage to the
fuel pressure regulator.
1. Check the filter screen for contamination. If contaminated, replace the fuel pressure regulator. 2.
Lubricate new pressure regulator inlet 0-ring with clean engine oil and install on regulator inlet. 3.
Reinstall the fuel return pipe to regulator. 4. Install the new retainer and spacer bracket into slot on
fuel rail.
NOTE: Refer to Fastener Notice in Service Precautions.
5. Install the pressure regulator to fuel rail.
Tighten Tighten engine fuel return pipe nut to 17 N.m (13 lb ft).
6. Reconnect the fuel pressure regulator vacuum line. 7. Reinstall the pressure regulator attaching
screw.
Tighten Tighten pressure regulator attaching screw to 8.5 N.m (76 lb in).
8. Inspect and verify that retainer and spacer bracket is engaged in slots in fuel rail. Grasp and pull
on regulator to ensure that it is properly seated. 9. Reinstall the fuel filler cap.
10. Reconnect the battery negative battery cable. 11. Inspect the fuel system.
11.1. Turn the ignition ON for 2 seconds. 11.2. Turn the ignition OFF for 10 seconds. 11.3. Turn the
ignition ON. 11.4. Check for fuel leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > Technical Service Bulletins > Fuel Pressure - Correct Operating Range
Fuel Pressure: Technical Service Bulletins Fuel Pressure - Correct Operating Range
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-018
Date: May, 1999
INFORMATION
Subject: Correct Fuel Pressure Operating Range
Models: 2000 Buick Century 2000 Chevrolet Impala, Lumina, Malibu, Monte Carlo, Venture 2000
Oldsmobile Alero, Silhouette 2000 Pontiac Grand Am, Grand Prix, Montana with 3.1 L or 3.4 L V6
Engine (VINs J, E - RPOs LG8, LA1)
All 2000 model year 3.1 L and 3.4 L engines have a revised fuel pressure regulator and Multec II
fuel injectors.
The fuel system operating pressure is 358-405 kPa (52-59 psi) on these applications.
Important:
^ This regulator is NOT interchangeable with past model applications. When replacement is
necessary for the above listed applications, use only regulator P/N 17113622.
^ Installing regulators other than the above listed part number in these applications may result in a
change in engine performance and/or driveability concerns.
Refer to the Engine Controls subsection of the Service Manual for complete diagnostic and repair
information on fuel system related concerns.
Parts Information
Part Number Description
17113622 Fuel Pressure Regulator
Parts are currently available from GMSPO.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > Technical Service Bulletins > Page 6294
Fuel Pressure: Specifications Fuel Pressure
Fuel Pressure
Fuel Pressure 52-59 psi
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis
Fuel Pressure: Testing and Inspection Fuel System Diagnosis
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis > Page 6297
Diagnostic Chart (Part 2 Of 3)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis > Page 6298
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis > Page 6299
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis > Page 6300
Fuel Pressure: Testing and Inspection Fuel System Pressure Test
Diagnostic Chart (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis > Page 6301
Diagnostic Chart (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis > Page 6302
Diagnostic Chart (Part 3 Of 3)
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel
pressure is not within specifications vehicle driveablity may be affected or emission levels elevated.
The fuel system contains the following components: ^
Fuel strainer
^ Modular fuel sender assembly
^ Fuel filter
^ Fuel feed pipes and hoses
^ Fuel pressure regulator
^ Fuel rail
^ Fuel injectors
^ Fuel return pipes and hoses
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table. 2. Tests the fuel systems
ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several
times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas. 8. Tests
the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel
pump several times to achieve the pressure
range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean
condition. A lean condition can cause a loss of power,
surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs,
the oxygen sensors may drop below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low, high vacuum. This low pressure, high
vacuum, is applied to the fuel pressure regulator
diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the
pressure changes, but the fuel pressure at idle should always be less than the fuel pressure noted
in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel
pressure regulator. A rich condition may cause a DTC
P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard
starting, followed by black smoke, and a
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pressure >
System Information > System Diagnosis > Fuel System Diagnosis > Page 6303
strong sulfur smell in the exhaust.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions
Fuel Pump Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6308
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6309
Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Fuel Pump Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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> Component Information > Diagrams > Diagram Information and Instructions > Page 6320
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6321
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6322
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6323
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6324
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6325
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6326
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6327
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6328
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6329
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6330
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6331
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6332
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Diagram Information and Instructions > Page 6333
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump > Fuel Pump Relay
> Component Information > Diagrams > Page 6334
Fuel Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition OFF. 2. Remove the under hood electrical center cover. 3. Remove the fuel
pump relay.
INSTALLATION PROCEDURE
1. Install the fuel pump relay. 2. Install the under hood electrical center cover. 3. Turn the ignition
ON.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump Pickup Filter >
Component Information > Description and Operation
Fuel Pump Pickup Filter: Description and Operation
The fuel pump strainer attaches to the lower end of the modular fuel sender assembly. The fuel
pump strainer is made of woven plastic. The functions of the fuel pump strainer is to filter
contaminants and to wick fuel. The life of the fuel pump strainer is generally considered to be that
of the fuel pump, is self-cleaning and normally requires no maintenance. Fuel stoppage at this point
indicates that the fuel tank contains an abnormal amount of sediment or water, in which case the
tank should be thoroughly cleaned and replace the plugged fuel pump strainer with a new one.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump Pickup Filter >
Component Information > Description and Operation > Page 6338
Fuel Pump Pickup Filter: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
Fuel Sender Assembly
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Remove the fuel sender assembly. 3. Note strainer (3)
position for future reference.
4. Support the reservoir with one hand and grasp the strainer with the other hand. 5. Use a
screwdriver to pry the strainer ferrule off the reservoir. 6. Discard the strainer.
INSTALLATION PROCEDURE
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Pump Pickup Filter >
Component Information > Description and Operation > Page 6339
1. Install the new strainer (4) to the reservoir. 2. Support the reservoir with one hand and grasp the
strainer with the other hand twisting the strainer into position. 3. Reinstall the fuel sender assembly.
4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds. 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component
Information > Specifications
Fuel Rail: Specifications
Fuel Rail Attaching Nuts or Bolts 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component
Information > Specifications > Page 6343
Fuel Rail: Description and Operation
The fuel rail assembly is made up of the left hand rail (5), which delivers fuel to the even cylinders
(2,4,6); the right hand rail (1), which delivers fuel to the odd cylinders (1 3,5). The fuel injectors (4),
and the fuel pressure regulator assembly (3) which are mounted to the lower section of the intake
manifold and distributes fuel to the cylinders through the individual injectors.
Fuel is delivered to the fuel inlet tube (2) of the fuel rail by the fuel pipes. The fuel then goes
through the fuel rail to the fuel pressure regulator. The fuel pressure regulator maintains a constant
fuel pressure at the fuel injectors. Remaining fuel is then returned to the fuel tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component
Information > Specifications > Page 6344
Fuel Rail: Service and Repair
REMOVAL PROCEDURE
An eight digit identification number is stamped on the left hand fuel rail (fueling even cylinders
2,4,6). Refer to this number if servicing or part replacement is required.
CAUTION: In order to reduce the risk of fire and personal injury that may result from a fuel leak,
always install the fuel injector O-rings in the proper position. If the upper and lower O-rings are
different colors (black and brown), be sure to install the black O-ring in the upper position and the
brown O-ring in the lower position on the fuel injector. The O-rings are the same size but are made
of different materials.
IMPORTANT: Important when servicing the fuel rail assembly, precautions must be taken to
prevent dirt and other contaminants from entering the fuel passages. It is recommended that the
fittings be capped, and the holes be plugged during servicing.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Remove the upper intake manifold. 3. Disconnect the
engine fuel feed pipe at fuel rail.
4. Disconnect the engine fuel return pipe at the fuel pressure regulator. 5. Remove the fuel feed
pipe and fuel return pipe O-rings and discard.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Specifications > Page 6345
6. Disconnect the main injector harness electrical connector.
7. Pull up the lock release of the fuel injector connector (1).
8. Depress the the lock tab (1) and lift the connector from the injector. 9. Remove the injector
electrical harness from the fuel rail.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component
Information > Specifications > Page 6346
10. Disconnect the coolant temperature sensor electrical connector.
11. Remove the fuel rail retaining bolts. 12. Remove the fuel rail assembly. 13. Remove the injector
O-ring seal from spray tip end of each injector. Discard seals. With the O-ring removed, the O-ring
backup may slip off of the
injector. Be sure to retain the O-ring backup for reuse.
INSTALLATION PROCEDURE
NOTE: ^
Use care when servicing the fuel system components, especially the fuel injector electrical
connectors, the fuel injector tips, the injector O-rings. Plug the inlet and the outlet ports of the fuel
rail in order to prevent contamination.
^ Do not use the compressed air to clean the fuel rail assembly as this may damage the fuel rail
components.
^ Do not immerse the fuel rail assembly in a solvent bath in order to prevent damage to the fuel rail
assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component
Information > Specifications > Page 6347
1. Install The fuel rail assembly into the intake manifold. Tilt rail assembly to install injectors.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the fuel rail attaching bolts.
Tighten Tighten the fuel rail attaching bolt to 10 N.m (7 lb ft).
3. Connect the coolant temperature sensor electrical connector.
4. Install the injector electrical harness to the fuel rail. 5. Connect the injector electrical connectors
(2). 6. Push the slide lock into the locked position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component
Information > Specifications > Page 6348
7. Connect the main injector harness electrical connector.
8. Install new O-rings on the fuel teed pipe and fuel return pipe. 9. Connect the fuel feed pipe at the
fuel rail.
Tighten Tighten the engine fuel feed pipe nut to 17 N.m (13 lb ft).
10. Connect the fuel return pipe at the fuel pressure regulator.
Tighten Tighten the engine fuel return pipe nut to 17 N.m (13 lb ft).
11. Install the upper intake manifold. 12. Connect the negative battery cable. 13. Inspect for fuel
leaks using the following procedure:
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Rail > Component
Information > Specifications > Page 6349
13.1. Turn ON the ignition for 2 seconds. 13.2. Turn OFF the ignition, for 10 seconds. 13.3. Turn
ON the ignition. 13.4. Inspect for fuel leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component
Information > Description and Operation > Fuel Feed and Fuel Return Pipes
Fuel Return Line: Description and Operation Fuel Feed and Fuel Return Pipes
The fuel feed and fuel return pipes carry fuel from the modular fuel sender assembly to the fuel
injection system and back to the modular fuel sender assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Return Line > Component
Information > Description and Operation > Fuel Feed and Fuel Return Pipes > Page 6354
Fuel Return Line: Description and Operation Nylon Fuel Pipes
CAUTION: In order to Reduce the Risk of Fire and Personal Injury:
^ If nylon fuel pipes are nicked, scratched or damaged during installation, Do Not attempt to repair
the sections of the nylon fuel pipes. Replace them.
^ When installing new fuel pipes, Do Not hammer directly on the fuel harness body clips as it may
damage the nylon pipes resulting in a possible fuel leak.
^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never
expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more
than 90°C (194°F) for any extended period.
^ Before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe
ends. This will ensure proper reconnection and prevent a possible fuel leak. (During normal
operation, the O-rings located in the female connector will swell and may prevent proper
reconnection if not lubricated.)
Nylon fuel pipes are designed to perform the same job as the steel or rubber fuel lines they
replace. Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel
additives and changes in temperature.
There are two sizes used: 3/8" ID for the fuel feed, and 5/16" ID for the fuel return and are used on
the modular sender. Nylon fuel pipes are somewhat flexible and can be formed around gradual
turns. However, if forced into sharp bends, nylon pipes will kink and restrict fuel flow. Also, once
exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Special
care should be taken when working on a vehicle with nylon pipes.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component
Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component
Information > Description and Operation > Fuel Feed and Fuel Return Pipes
Fuel Supply Line: Description and Operation Fuel Feed and Fuel Return Pipes
The fuel feed and fuel return pipes carry fuel from the modular fuel sender assembly to the fuel
injection system and back to the modular fuel sender assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component
Information > Description and Operation > Fuel Feed and Fuel Return Pipes > Page 6360
Fuel Supply Line: Description and Operation Nylon Fuel Pipes
CAUTION: In order to Reduce the Risk of Fire and Personal Injury:
^ If nylon fuel pipes are nicked, scratched or damaged during installation, Do Not attempt to repair
the sections of the nylon fuel pipes. Replace them.
^ When installing new fuel pipes, Do Not hammer directly on the fuel harness body clips as it may
damage the nylon pipes resulting in a possible fuel leak.
^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never
expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more
than 90°C (194°F) for any extended period.
^ Before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe
ends. This will ensure proper reconnection and prevent a possible fuel leak. (During normal
operation, the O-rings located in the female connector will swell and may prevent proper
reconnection if not lubricated.)
Nylon fuel pipes are designed to perform the same job as the steel or rubber fuel lines they
replace. Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel
additives and changes in temperature.
There are two sizes used: 3/8" ID for the fuel feed, and 5/16" ID for the fuel return and are used on
the modular sender. Nylon fuel pipes are somewhat flexible and can be formed around gradual
turns. However, if forced into sharp bends, nylon pipes will kink and restrict fuel flow. Also, once
exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Special
care should be taken when working on a vehicle with nylon pipes.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component
Information > Service and Repair > Filter to Engine
Fuel Supply Line: Service and Repair Filter to Engine
REMOVAL PROCEDURE
Tool Required J 37088-A tool set, Fuel Pipe Quick-Connect Separator
CAUTION: In order to Reduce the Risk of Fire and Personal Injury: ^
If nylon fuel pipes are nicked, scratched or damaged during installation, Do Not attempt to repair
the sections of the nylon fuel pipes. Replace them.
^ When installing new fuel pipes, Do Not hammer directly on the fuel harness body clips as it may
damage the nylon pipes resulting in a possible fuel leak.
^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never
expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more
than 90°C (194°F) for any extended period.
^ Before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe
ends. This will ensure proper reconnection and prevent a possible fuel leak. (During normal
operation, the O-rings located in the female connector will swell and may prevent proper
reconnection if not lubricated.)
NOTE: ^
Do not attempt to straighten any kinked nylon fuel lines. Replace any kinked nylon fuel feed or
return pipes in order to prevent damage to the vehicle.
^ Replace the EVAP pipes and hoses with the original equipment or parts that meet the GM
specifications for those parts. The replacement EVAP pipe must have the same type of fittings as
the original pipe in order to ensure the integrity of the connection. When replacing EVAP hoses,
use only reinforced fuel-resistant hose identified with the word Fluoroelastomer or GM 6163-M on
the hose. The inside hose diameter must match the outside pipe diameter. Do not use rubber hose
within 100 mm (4 in) of any part of the exhaust system or within 254 mm (10 in) of the catalytic
converter.
^ Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and
other contaminants from entering the open pipes and passages.
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel
Filter/Fuel Pressure Release/Service and Repair 2. Clean all engine fuel pipe connections. 3.
Clean areas surrounding the engine fuel pipe connections. 4. Disconnect the fuel feed and fuel
return pipe quick-connect fitting in the engine compartment.
5. Raise the vehicle. 6. Disconnect the fuel return pipe quick-connect fitting in front of the fuel tank.
7. Disconnect the fuel feed pipe threaded fitting on the engine-side of the in-pipe fuel filter. 8. Cap
the in-pipe fuel filter pipe, the fuel feed pipe, and the fuel return pipe as needed to stop any fuel
leakage. 9. Remove the fuel feed, fuel return, and EVAP pipe attaching hardware and the fuel feed,
fuel return, and EVAP pipes.
10. Note the position of the fuel and EVAP pipes and the fuel and EVAP pipe attaching hardware
for installation. 11. Inspect the pipes for bends, kinks and cracks. 12. Repair or replace the pipe or
pipes as required.
INSTALLATION PROCEDURE
CAUTION: In order to Reduce the Risk at Fire and Personal Injury: If nylon fuel pipes are nicked,
scratched or damaged during installation, they must be replaced.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component
Information > Service and Repair > Filter to Engine > Page 6363
NOTE: Always re-attach the fuel lines and fuel filter with all original type fasteners and hardware.
Do not repair sections of fuel pipes.
NOTE: ^
Secure the fuel pipes to the frame in order to prevent chafing. Maintain a minimum of 13 mm (1/2
inch) clearance around a pipe in order to prevent contact and chafing. Maintain a minimum of 19
mm (3/4 inch) around any moving part.
^ Do not allow the fuel pipes to come into contact with the fuel tank or underbody.
1. Install the new fuel feed, fuel return, and EVAP pipes and the fuel and EVAP pipe attaching
hardware as noted during removal.
IMPORTANT: If fuel line bundle attaching hardware is damaged or broken replace it.
2. Remove the caps from the in-pipe fuel filter pipe, the fuel feed pipe, and the fuel return pipe. 3.
Connect the fuel return pipe quick-connect fitting in front of the fuel tank.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Connect the fuel feed pipe threaded fitting at the outlet of the in pipe fuel filter.
Tighten Tighten The in-pipe fuel filter fitting to 30 N.m (22 lb ft).
5. Connect the fuel teed, and fuel return pipe quick-connect fittings in the engine compartment.
6. Inspect and make sure all of the fuel pipe bundle clips, and fasteners are properly installed. 7.
Lower the vehicle. 8. Tighten the fuel fill cap. 9. Reconnect the negative battery cable.
10. Inspect for fuel leaks.
10.1. Turn the ignition ON for 2 seconds. 10.2. Turn the ignition OFF for 10 seconds. 10.3. Turn the
ignition ON. 10.4. Inspect for fuel leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component
Information > Service and Repair > Filter to Engine > Page 6364
Fuel Supply Line: Service and Repair Filter to Tank
REMOVAL PROCEDURE
CAUTION: In order to Reduce the Risk of Fire and Personal Injury: ^
If nylon fuel pipes are nicked, scratched or damaged during installation, Do Not attempt to repair
the sections of the nylon fuel pipes. Replace them.
^ When installing new fuel pipes, Do Not hammer directly on the fuel harness body clips as it may
damage the nylon pipes resulting in a possible fuel leak.
^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never
expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more
than 90°C (194°F) for any extended period.
^ Before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe
ends. This will ensure proper reconnection and prevent a possible fuel leak. (During normal
operation, the O-rings located in the female connector will swell and may prevent proper
reconnection if not lubricated.)
NOTE: ^
Do not attempt to straighten any kinked nylon fuel lines. Replace any kinked nylon fuel feed or
return pipes in order to prevent damage to the vehicle.
^ Replace the EVAP pipes and hoses with the original equipment or parts that meet the GM
specifications for those parts. The replacement EVAP pipe must have the same type of fittings as
the original pipe in order to ensure the integrity of the connection. When replacing EVAP hoses,
use only reinforced fuel-resistant hose identified with the word Fluoroelastomer or GM 6163-M on
the hose. The inside hose diameter must match the outside pipe diameter. Do not use rubber hose
within 100 mm (4 in) of any part of the exhaust system or within 254 mm (10 in) of the catalytic
converter.
^ Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and
other contaminants from entering the open pipes and passages.
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel
Filter/Fuel Pressure Release/Service and Repair 2. Drain the fuel tank. Refer to Fuel Tank Draining
Procedure. See: Fuel Tank/Service and Repair/Procedures 3. Remove the fuel tank. 4. Disconnect
the fuel feed, fuel return, and EVAP pipe quick-connect fittings at the fuel sender assembly. 5. Cap
the fuel sender fuel pipes and the in-pipe fuel filter pipes as needed to stop any fuel leakage 6.
Remove the fuel feed, fuel return, and EVAP pipe attaching hardware. 7. Remove the fuel feed,
fuel return, and EVAP pipes. 8. Note the position of the fuel, and EVAP pipes and the fuel and
EVAP pipe attaching hardware for installation.
INSTALLATION PROCEDURE
CAUTION: In order to Reduce the Risk Of Fire and Personal Injury: If nylon fuel pipes are nicked,
scratched or damaged during installation, they must be replaced.
NOTE: Always re-attach the fuel lines and fuel filter with all original type fasteners and hardware.
Do not repair sections of fuel pipes.
NOTE: ^
Secure the fuel pipes to the frame in order to prevent chafing. Maintain a minimum of 13 mm (1/2
inch) clearance around a pipe in order to prevent contact and chafing. Maintain a minimum of 19
mm (3/4 inch) around any moving part.
^ Do not allow the fuel pipes to come into contact with the fuel tank or underbody.
1. Install the new fuel feed, fuel return, and EVAP pipes and the fuel and EVAP pipe attaching
hardware as noted during removal. 2. Remove the caps from the in-pipe fuel filter pipes and the
fuel sender fuel pipes.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Supply Line > Component
Information > Service and Repair > Filter to Engine > Page 6365
3. Connect the fuel feed, fuel return, and EVAP pipe quick-connect fittings at the fuel sender
assembly. 4. Inspect and make sure all of the fuel pipe bundle clips, and fasteners are properly
installed. 5. Install the fuel tank. 6. Lower the vehicle. 7. Add fuel and reinstall the fuel fill pipe cap.
8. Reconnect the negative battery cable. 9. Inspect for fuel leaks.
9.1. Turn the ignition ON for 2 seconds. 9.2. Turn the ignition OFF for 10 seconds. 9.3. Turn the
ignition ON. 9.4. Inspect for fuel leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Filler Hose >
Component Information > Specifications
Fuel Filler Hose: Specifications
Fuel Filler Pipe Attaching Screws 10 Nm
Fuel Filler Pipe Frame Attaching Screws 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Filler Hose >
Component Information > Specifications > Page 6370
Fuel Filler Hose: Service and Repair
REMOVAL PROCEDURE
NOTE: Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt
and other contaminants from entering the open pipes and passages.
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve the fuel system pressure. Refer to Fuel System Pressure Test. 2. Raise the vehicle.
Refer to Lifting and Jacking the Vehicle in Vehicle Lifting. 3. Loosen the fuel filler hose clamp at the
fuel tank. 4. Loosen the fuel filler hose clamp at the fuel filler pipe. 5. Remove the fuel filler hose.
6. Remove the fuel filler pipe attaching screw from the under body.
7. Remove the fuel filler pipe attaching screws from the fuel filler pipe access panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Filler Hose >
Component Information > Specifications > Page 6371
8. Remove the fuel filler pipe.
INSTALLATION PROCEDURE
1. Install the fuel filler pipe.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the fuel filler pipe attaching screws to the fuel filler pipe access panel.
Tighten The fuel filler pipe attaching screws to 10 N.m (88 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Filler Hose >
Component Information > Specifications > Page 6372
3. Install the fuel filler pipe attaching screw to the under body.
Tighten The fuel filler pipe attaching screw to 10 N.m (88 lb in).
4. Connect the vapor recirculation line at the fuel filler pipe. 5. Install the fuel filler hose. 6. Tighten
the fuel filler hose clamp at the fuel tank. 7. Tighten the fuel filler hose clamp at the fuel filler pipe.
8. Inspect and make sure filler hose is fully seated on fuel tank port, and fuel filler pipe. 9. Make
sure clamp is properly located on tank port between the bead and tank.
Tighten Tighten the fuel tank filler hose clamps to 2.5 N.m (22 lb in).
10. Lower the vehicle. 11. Tighten the fuel filler cap. 12. Reconnect the negative battery cable. 13.
Inspect for fuel leaks using the following procedure:
13.1. Turn ON the ignition, for 2 seconds. 13.2. Turn OFF the ignition, for 10 seconds. 13.3. Turn
ON the ignition. 13.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Filler Neck >
Component Information > Service and Repair
Fuel Filler Neck: Service and Repair
Fuel Tank Filler Pipe Housing Replacement (Impala)
Removal Procedure
1. Open the fuel filler door. 2. Remove the fuel filler cap. 3. Remove the bolts from the fuel filler
pocket at the fuel filler neck.
4. Remove the bolts from the fuel filler pocket. 5. Remove the fuel filler pocket.
Installation Procedure
1. Install the fuel filler pocket to the fuel filler neck. 2. Press until the pocket is fully seated.
Notice: Refer to Fastener Notice in Cautions and Notices.
3. Install the fuel filler neck bolts.
Tighten the fuel filler neck bolts to 5 Nm (44 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Filler Neck >
Component Information > Service and Repair > Page 6376
4. Install the fuel filler pocket bolts.
Tighten the fuel filler pocket bolts to 5 Nm (44 lb in).
5. Replace the fuel filler cap. 6. Close the fuel filler door.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Locations
Fuel Gauge Sender: Locations
Mounted in the fuel tank.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions
Fuel Gauge Sender: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6382
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6383
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6384
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6385
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6386
Fuel Gauge Sender: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6387
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6388
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6399
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6400
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6401
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6402
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6403
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6404
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6405
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6406
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6407
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Diagram Information and Instructions > Page 6408
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Page 6409
Fuel Gauge Sender: Description and Operation
The fuel level sensor consists of the following components: float, the wire float arm, and the
ceramic resistor card. The fuel level sensor is mounted on the modular fuel sender assembly and is
used as an input to the PCM. The PCM uses this information as a fuel level input for Various
diagnostics. In addition the PCM transmits the fuel level over the Class II communication circuit to
the IP cluster. This information is used for the IP fuel gauge, and low fuel warning indicator if
applicable.
Fuel Level Sensor
The Fuel Level Sensor(4) is mounted on the Modular Fuel Sender Assembly(s). The PCM uses the
fuel level input for various diagnosis including the EVAP System. In addition the PCM transmits the
fuel level over the Class II communication circuit to the IP Cluster. The low fuel level message may
not appear if other messages are being commanded, such as the rear deck lid, driver or passenger
doors ajar. Ensure that all doors and compartment lids are completely closed. For further
information regarding the Fuel Level Sensor refer to Fuel Metering Modes of Operation. See:
Description and Operation/Fuel Metering/Fuel Metering Modes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Gauge
Sender > Component Information > Diagrams > Page 6410
Fuel Gauge Sender: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: Always maintain cleanliness when servicing fuel system components.
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel Filter/Fuel
Pressure Release/Service and Repair 2. Remove the modular fuel sender assembly. 3. Remove
the fuel level sensor (5) from the modular fuel sender.
INSTALLATION PROCEDURE
1. Reinstall the fuel level sensor (5) to modular fuel sender. 2. Reinstall the fuel sender assembly.
3. Tighten the fuel filler cap. 4. Reconnect the negative battery cable. 5. Inspect for fuel leaks.
5.1. Turn the ignition ON for 2 seconds 5.2. Turn the ignition OFF for 10 seconds. 5.3. Turn the
ignition ON. 5.4. Inspect for leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > Customer Interest: > 00-06-04-028 > Aug > 00 >
Fuel Tank - Bang/Slosh Noise
Fuel Tank Mounting Straps: Customer Interest Fuel Tank - Bang/Slosh Noise
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 00-06-04-028
Date: August, 2000
TECHNICAL
Subject: Bang/Slosh From Rear of Vehicle (Install Fuel Tank Insulators)
Models: 2000 Buick Century, Regal 2000 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on a bang/slosh type noise coming from the rear of the vehicle.
This noise will be most noticeable when the vehicle comes to a stop or during parking lot
maneuvers. Customers may also comment that the noise will not occur when the fuel tank is full.
Cause
The noise may be caused by fuel in the fuel tank sloshing when the fuel level is below full. This
noise is transferred through the rear seat and storage area due to hard contact between the fuel
tank and the floorpan.
Correction
Install insulator pads (P/N 88895867) to the top of the fuel tank and to the fuel straps, using the
following service procedure:
1. Remove the fuel tank. Refer to the Fuel Tank Replacement Procedure in the Engine Controls
sub-section of the Service Manual.
2. Remove the old insulator pads from the top of the fuel tank and clean the insulator pad mounting
surfaces with a suitable cleaner.
Important:
Some of the fuel tanks and fuel tank straps may have a thinner insulator pad already located at one
or more of the installation points. Remove the original pads to ensure proper adhesion of the new
insulator pads.
3. Clean the fuel tank straps with a suitable cleaner.
4. Using a utility knife, cut the insulator pads (P/N 88895867) as follows:
^ Cut 5 pieces measuring 63.5 mm X 63.5 mm (2 1/2 in X 2 1/2 in) for use on the top of the fuel
tank.
^ Cut 8 pieces measuring 38.1 mm X 63.5 mm (1 1/2 in X 2 1/2 in) for use on the fuel tank straps.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > Customer Interest: > 00-06-04-028 > Aug > 00 >
Fuel Tank - Bang/Slosh Noise > Page 6419
5. Install the insulator pads to the top of the fuel tank as shown in Figure 1.
6. Install the insulator pads to the fuel tank straps as shown in Figure 2.
7. Install the fuel tank to the vehicle. Refer to the Fuel Tank Replacement Procedure in the Engine
Controls sub-section of the Service Manual.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > Customer Interest: > 00-06-04-028 > Aug > 00 >
Fuel Tank - Bang/Slosh Noise > Page 6420
Warranty Information
For vehicles repaired under warranty, use:
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-06-04-028 >
Aug > 00 > Fuel Tank - Bang/Slosh Noise
Fuel Tank Mounting Straps: All Technical Service Bulletins Fuel Tank - Bang/Slosh Noise
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 00-06-04-028
Date: August, 2000
TECHNICAL
Subject: Bang/Slosh From Rear of Vehicle (Install Fuel Tank Insulators)
Models: 2000 Buick Century, Regal 2000 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on a bang/slosh type noise coming from the rear of the vehicle.
This noise will be most noticeable when the vehicle comes to a stop or during parking lot
maneuvers. Customers may also comment that the noise will not occur when the fuel tank is full.
Cause
The noise may be caused by fuel in the fuel tank sloshing when the fuel level is below full. This
noise is transferred through the rear seat and storage area due to hard contact between the fuel
tank and the floorpan.
Correction
Install insulator pads (P/N 88895867) to the top of the fuel tank and to the fuel straps, using the
following service procedure:
1. Remove the fuel tank. Refer to the Fuel Tank Replacement Procedure in the Engine Controls
sub-section of the Service Manual.
2. Remove the old insulator pads from the top of the fuel tank and clean the insulator pad mounting
surfaces with a suitable cleaner.
Important:
Some of the fuel tanks and fuel tank straps may have a thinner insulator pad already located at one
or more of the installation points. Remove the original pads to ensure proper adhesion of the new
insulator pads.
3. Clean the fuel tank straps with a suitable cleaner.
4. Using a utility knife, cut the insulator pads (P/N 88895867) as follows:
^ Cut 5 pieces measuring 63.5 mm X 63.5 mm (2 1/2 in X 2 1/2 in) for use on the top of the fuel
tank.
^ Cut 8 pieces measuring 38.1 mm X 63.5 mm (1 1/2 in X 2 1/2 in) for use on the fuel tank straps.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-06-04-028 >
Aug > 00 > Fuel Tank - Bang/Slosh Noise > Page 6426
5. Install the insulator pads to the top of the fuel tank as shown in Figure 1.
6. Install the insulator pads to the fuel tank straps as shown in Figure 2.
7. Install the fuel tank to the vehicle. Refer to the Fuel Tank Replacement Procedure in the Engine
Controls sub-section of the Service Manual.
Parts Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 00-06-04-028 >
Aug > 00 > Fuel Tank - Bang/Slosh Noise > Page 6427
Warranty Information
For vehicles repaired under warranty, use:
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel Tank
Mounting Straps: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON
Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON
Bulletin No.: 04-07-30-013B
Date: February 01, 2007
INFORMATION
Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon
(SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air
Filter
Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007
HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 04-07-30-013A (Section 07 - Transmission/Transaxle).
The use of an excessively/over-oiled aftermarket, reusable air filter may result in:
Service Engine Soon (SES) light on
Transmission shift concerns, slipping and damaged clutch(es) or band(s)
Engine driveability concerns, poor acceleration from a stop, limited engine RPM range
The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF)
sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from
the MAF may be low and any or all of the concerns listed above may occur.
When servicing a vehicle with any of these concerns, be sure to check for the presence of an
aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared
to a like vehicle with an OEM air box and filter under the same driving conditions to verify the
concern.
The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty.
If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and
the air induction hose for contamination of oil prior to making warranty repairs.
Transmission or engine driveability concerns (related to the MAF sensor being contaminated with
oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not
considered to be warrantable repair items.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel Tank
Mounting Straps: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 6433
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank > Fuel Tank
Mounting Straps > Component Information > Technical Service Bulletins > All Other Service Bulletins for Fuel Tank
Mounting Straps: > 04-07-30-013B > Feb > 07 > Engine, A/T - Shift/Driveability Concerns/MIL ON > Page 6439
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank Unit > Component
Information > Specifications
Fuel Tank Unit: Specifications
Fuel Sender Access Panel Nut 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank Unit > Component
Information > Specifications > Page 6443
Fuel Tank
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank Unit > Component
Information > Specifications > Page 6444
Fuel Tank Unit: Service and Repair
REMOVAL PROCEDURE
CAUTION: Fuel Vapors can collect while servicing fuel system parts in enclosed areas such as a
trunk. To reduce the risk of fire and increased exposure to vapors: ^
Use forced air ventilation such as a fan set outside of the trunk.
^ Plug or cap any fuel system openings in order to reduce fuel vapor formation.
^ Clean up any spilled fuel immediately.
^ Avoid sparks and any source of ignition.
^ Use signs to alert others in the work area that fuel system work is in process.
NOTE: Clean all of the following areas before performing any disconnections in order to avoid
possible contamination in the system: ^
The fuel pipe connections
^ The hose connections
^ The areas surrounding the connections
IMPORTANT: ^
For rear compartment (trunk) accessible fuel sender assemblies, completely remove the rear
compartment carpet before removing the fuel sender access panel.
^ Always replace the fuel sender O-rings when reinstalling the fuel sender assembly.
^ The modular fuel sender assembly will spring-up when the snap ring is removed.
^ Always maintain cleanliness when servicing fuel system components.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure. See: Fuel
Filter/Fuel Pressure Release/Service and Repair 2. Remove the rear compartment trim panel. 3.
Remove the nuts retaining the fuel sender access panel. 4. Remove the fuel sender access panel.
5. Disconnect the fuel tank pressure sensor electrical connector. 6. Disconnect the fuel sender
electrical connector. 7. Clean the fuel pipes, and fuel sender assembly to prevent possible fuel
contamination during removal. 8. Disconnect the quick-connect fittings at the fuel sender assembly.
9. Remove the fuel sender retaining snap ring.
10. Remove the modular fuel sender assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank Unit > Component
Information > Specifications > Page 6445
11. Clean the fuel sender assembly O-ring sealing surfaces. 12. Inspect the fuel sender assembly
O-ring sealing surfaces.
INSTALLATION PROCEDURE
NOTE: Always re-attach the fuel lines and fuel filter with all original type fasteners and hardware.
Do not repair sections of fuel pipes.
IMPORTANT: ^
Care should be taken not to fold over or twist the fuel pump strainer when installing the fuel sender
assembly, as this will restrict fuel flow. Also, assure that the fuel pump strainer does not block full
travel of float arm.
^ Be sure that the fuel sender assembly retaining snap ring is fully seated within the tab slots on
the fuel tank.
1. Position the new fuel sender assembly O-ring on the fuel tank. 2. Install the fuel sender
assembly into the fuel tank. 3. Install the fuel sender assembly retaining snap ring, while holding
the fuel sender in place. 4. Connect the fuel sender electrical connector. 5. Connect the fuel tank
pressure sensor electrical connector. 6. Connect the quick-connect fittings at the fuel sender
assembly. 7. Install the fuel filler cap. 8. Connect the negative battery cable. 9. Inspect for leaks
using the following procedure:
9.1. Turn ON the ignition, for 2 seconds. 9.2. Turn OFF the ignition, for 10 seconds. 9.3. Turn ON
the ignition. 9.4. Inspect for leaks.
10. Install the fuel sender access panel.
NOTE: Refer to Fastener Notice in Service Precautions.
11. Reinstall the nuts retaining the fuel sender access panel.
Tighten
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Fuel Tank Unit > Component
Information > Specifications > Page 6446
Tighten the fuel sender access panel nuts to 10 N.m (88 lb in)
12. Install the rear compartment trim panel. 13. Install the spare tire, the jack, and the spare tire
cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Specifications
Idle Air Control Motor (IAC): Specifications
Idle Air Control Valve Attaching Screws 3 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Locations > Idle Air Control (IAC) Valve
Idle Air Control Motor (IAC): Locations Idle Air Control (IAC) Valve
Left Front Of Engine
Top of the engine, front of the throttle assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Locations > Idle Air Control (IAC) Valve > Page
6452
Locations View
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
Idle Air Control Motor (IAC): Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Idle Air Control Motor (IAC)
<--> [Idle Speed/Throttle Actuator - Electronic] > Component Information > Diagrams > Diagram Information and Instructions
> Page 6455
Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Idle Air Control Motor (IAC): Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Idle Air Control Valve Motor
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Schematic
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Idle Air Control Motor (IAC): Description and Operation
The purpose of the Idle Air Control (IAC) valve is to control engine idle speed, while preventing
stalls due to changes in engine load. The AC valve, mounted in the throttle body, controls bypass
air around the throttle plate. By moving a conical valve, known as a pintle, in (to decrease air flow)
or out (to increase air flow), a controlled amount of air can move around the throttle plate. If RPM is
too low, the PCM will retract the IAC pintle, resulting in more air being bypassed around the throttle
plate to increase RPM. If RPM is too high, the PCM will extend the IAC pintle, allowing less air to
be bypassed around the throttle plate, decreasing RPM.
The IAC pintle moves in small steps called counts.
During idle, the proper position of the AC pintle is calculated by the PCM based on battery voltage,
coolant temperature, engine load, and engine RPM. If the RPM drops below a specified value, and
the throttle plate is closed (TP sensor voltage is between 0.20-0.74), the PCM senses a near stall
condition. The PCM will then calculate a new IAC pintle position to prevent stalls.
If the IAC valve is disconnected and reconnected with the engine running, the idle RPM will be
wrong. In this case, the IAC has to be reset.
The IAC resets when the key is cycled ON then OFF.
When servicing the IAC, it should only be disconnected or connected with the ignition OFF in order
to keep from having to reset the IAC.
The position of the IAC pintle affects engine start up and the idle characteristics of the vehicle. If
the IAC pintle is open fully, too much air will be allowed into the manifold. This results in high idle
speed, along with possible hard starting and a lean air/fuel ratio. DTC P0507 may set. If the IAC
pintle is stuck closed, too little air will be allowed in the manifold. This results in a low idle speed,
along with possible hard starting and a rich air/fuel ratio. DTC P0506 may set. If the IAC pintle is
stuck part way open, the idle may be high or low and will not respond to changes in engine load.
The IAC valve is used to control engine idle speed, while preventing stalls due changes in engine
load. For further information regarding the IAC Valve refer to Fuel Metering Modes of Operation.
See: Description and Operation/Fuel Metering/Fuel Metering Modes
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Idle Air Control Motor (IAC): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the electrical connector from the idle air control valve.
3. Remove the 2 idle air control valve attaching screws.
4. Remove the idle air control valve.
5. Remove the idle air control valve O-ring.
INSTALLATION PROCEDURE
NOTE: The IAC valve may be damaged if installed with the cone (pintle) extended more than 28
mm (1-1/8 in). Measure the distance that the valve is extended before installing a new valve. The
distance from the idle air control valve motor housing to the end of the idle air control valve pintle
should be less than 28 mm (1-1/8 in). Manually compressing the pintle until the extension is less
than 28 mm (1-1/8 in).
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1. Install the new idle air control O-ring.
2. Install the idle air control valve in the intake manifold.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Reinstall the idle air control valve (2) attaching screws.
Tighten Tighten the idle air control valve attaching screws to 3.0 N.m (27 lb in).
4. Connect the electrical connector to the idle air control valve. 5. The PCM will reset the idle air
control valve whenever the ignition switch is turned ON, then OFF. Turn the ignition switch ON,
then OFF. 6. Start the engine and allow the engine to reach operating temperature.
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Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Oil Pressure Switch (For Fuel
Pump) > Component Information > Locations > Component Locations
Oil Pressure Switch (For Fuel Pump): Component Locations
Engine Oil Pressure Indicator Switch (LA1)
Front of the engine, above the starter.
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Engine Oil Pressure Indicator Switch (L36)
Near generator.
RPO L36: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Pump) > Component Information > Locations > Component Locations > Page 6493
Left Front Of Engine
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Pump) > Component Information > Locations > Component Locations > Page 6494
Left Front Of Engine
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Oil Pressure Switch (For Fuel Pump): Description and Operation
Engine Oil Pressure Switch
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure
is OK. If the PCM determines that a low oil pressure condition exists, the PCM will communicate
the information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or
initiate a message.
The low oil pressure message may not appear if other messages are being commanded, such as
the rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
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Fuel Pump Relay: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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> Page 6501
Electrical Symbols (Part 1 Of 4)
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> Page 6502
Electrical Symbols (Part 2 Of 4)
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> Page 6503
Electrical Symbols (Part 3 Of 4)
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> Page 6504
Electrical Symbols (Part 4 Of 4)
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> Page 6505
Fuel Pump Relay: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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> Page 6509
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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> Page 6510
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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> Page 6511
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6513
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6514
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6515
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6516
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6517
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6518
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6519
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6520
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6521
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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> Page 6522
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Diagram Information and Instructions
> Page 6523
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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> Page 6524
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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> Page 6525
Equivalents - Decimal And Metric (Part 1 Of 2)
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> Page 6526
Equivalents - Decimal And Metric (Part 2 Of 2)
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Delivery and Air Induction > Fuel Pump Relay > Component Information > Diagrams > Page 6527
Fuel Pump Relay: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition OFF. 2. Remove the under hood electrical center cover. 3. Remove the fuel
pump relay.
INSTALLATION PROCEDURE
1. Install the fuel pump relay. 2. Install the under hood electrical center cover. 3. Turn the ignition
ON.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Locations
Mass Air Flow (MAF) Sensor: Locations
LF of the engine compartment, in the air cleaner duct.
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Diagrams > Diagram Information and Instructions
Mass Air Flow (MAF) Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Diagrams > Diagram Information and Instructions > Page 6534
Electrical Symbols (Part 1 Of 4)
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Diagrams > Diagram Information and Instructions > Page 6535
Electrical Symbols (Part 2 Of 4)
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Diagrams > Diagram Information and Instructions > Page 6536
Electrical Symbols (Part 3 Of 4)
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Diagrams > Diagram Information and Instructions > Page 6537
Electrical Symbols (Part 4 Of 4)
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Diagrams > Diagram Information and Instructions > Page 6538
Mass Air Flow (MAF) Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6539
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6540
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6541
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6542
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6543
watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6544
The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6545
Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6546
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6547
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6548
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6549
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6550
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6551
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6552
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6553
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6554
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6555
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6556
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6557
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6558
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6559
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6560
Mass Air Flow (MAF) Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6561
Mass Air Flow (MAF) Sensor: Electrical Diagrams
Schematic
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Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Diagram Information and Instructions > Page 6562
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Page 6563
Mass Air Flow (MAF) Sensor: Description and Operation
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it. The PCM
uses this information to determine the operating condition of the engine, to control fuel delivery.
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). At idle, it should
read between 4 gm/s to 6 gm/s on a fully warmed up engine. Values should change rather quickly
on acceleration, but values should remain fairly stable at any given RPM. A failure in the MAF
sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102
Mass Air Flow (MAF) Sensor Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor
Circuit High Frequency
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure
the amount of air entering the engine. The PCM uses this information to determine the operating
condition of the engine and to control fuel delivery. For further information, refer to Information
Sensors/Switches Description. See: Computers and Control Systems/Description and
Operation/Information Sensors/Switches
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Mass Air Flow (MAF) Sensor <--> [Air Flow Meter/Sensor] > Component Information >
Diagrams > Page 6564
Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the Intake Air Temperature (IAT) sensor electrical
connector. 3. Disconnect the MAF sensor (1) electrical connector. 4. Remove the air inlet duct from
the MAF sensor and the throttle body. 5. Remove the MAF sensor from the air filter housing.
INSTALLATION PROCEDURE
1. Install the MAF sensor to the air filter housing. 2. Install the air inlet duct to the MAF sensor and
throttle body. 3. Connect the IAT sensor (1) electrical connector. 4. Connect the MAF sensor
electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Component
Locations
Oil Pressure Switch (For Fuel Pump): Component Locations
Engine Oil Pressure Indicator Switch (LA1)
Front of the engine, above the starter.
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Engine Oil Pressure Indicator Switch (L36)
Near generator.
RPO L36: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Component
Locations > Page 6569
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Component
Locations > Page 6570
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Oil Pressure Switch (For Fuel Pump) > Component Information > Locations > Page 6571
Oil Pressure Switch (For Fuel Pump): Description and Operation
Engine Oil Pressure Switch
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure
is OK. If the PCM determines that a low oil pressure condition exists, the PCM will communicate
the information over the Class II circuit to the P cluster and it will illuminate the indicator lamp or
initiate a message.
The low oil pressure message may not appear if other messages are being commanded, such as
the rear deck lid, driver or passenger doors ajar. Ensure that all doors and compartment lids are
completely closed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications
Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 6575
Throttle Position Sensor: Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Specifications > Page 6576
Left Front Of Engine
Top of the engine, on the throttle body assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions
Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6579
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6580
Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Instructions > Page 6582
Electrical Symbols (Part 4 Of 4)
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Instructions > Page 6583
Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6591
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6592
^ Perform one of the following items in order to find the correct wire size: -
Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6593
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6594
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6595
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6596
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6597
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6598
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6599
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6600
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6601
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6602
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6603
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6604
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Diagram Information and
Instructions > Page 6605
Throttle Position Sensor
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6606
Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6607
The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Computers and
Control Systems/Description and Operation/Information Sensors/Switches
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Sensors and Switches - Fuel
Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6608
Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6609
5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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Delivery and Air Induction > Throttle Position Sensor > Component Information > Diagrams > Page 6610
3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component
Information > Specifications
Throttle Body: Specifications
Exhaust Gas Recirculation Valve to Throttle Body Adapter Bolts 30 Nm
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Information > Specifications > Page 6614
Locations View
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component
Information > Specifications > Page 6615
Throttle Body: Description and Operation
Throttle Body Unit
The throttle body has a throttle plate to control the amount of air delivered to the engine. The TP
sensor (2), and IAC sensor (1) are also mounted on the throttle body.
Vacuum ports located behind the throttle plate provide the vacuum signals needed by various
components.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Body > Component
Information > Specifications > Page 6616
Throttle Body: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Drain coolant. Refer to Draining and Filling Cooling System in Cooling
System. 3. Disconnect the IAT sensor electrical connector. 4. Disconnect the breather tube from
the air intake tube. 5. Remove the air intake tube.
6. Disconnect the IAC valve electrical connector.
7. Disconnect the TP sensor electrical connector.
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Information > Specifications > Page 6617
8. Disconnect the accelerator controls cable from the throttle lever and accelerator cable bracket.
9. If applicable disconnect the cruise control cable from the throttle lever and accelerator bracket.
10. Remove the accelerator control cable bracket.
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11. Disconnect the throttle body coolant bypass hoses. 12. Disconnect the heater pipe nut at the
throttle body. 13. Remove the nuts and bolts holding the throttle body to the intake manifold. 14.
Remove the throttle body assembly.
INSTALLATION PROCEDURE
NOTE: Do Not use solvent of any type when cleaning the gasket surfaces on the intake manifold
and the throttle body assembly, as damage to the gasket surfaces and throttle body assembly may
result.
Use care in cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as
sharp tools may damage the gasket surfaces.
1. Clean the gasket surface on the intake manifold and the throttle body assembly. 2. Reinstall a
new gasket, if necessary. 3. Reinstall the throttle body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Reinstall the throttle body retaining nuts and bolts.
Tighten Tighten the throttle body retaining nuts and bolts to 28 N.m (21 lb ft).
5. Connect the throttle body coolant bypass hoses. 6. Connect the heater pipe nut at the throttle
body.
7. Connect the IAC valve electrical connector.
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Information > Specifications > Page 6619
8. Connect the TP sensor electrical connector.
9. Install the accelerator controls cable bracket.
10. If applicable connect the cruise control cable to the throttle lever and accelerator cable bracket.
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Information > Specifications > Page 6620
11. Connect the accelerator controls cable to the throttle lever and accelerator cable bracket.
12. Install the air intake tube. 13. Connect the IAT sensor electrical connector. 14. Connect the
breather tube into the air intake tube. 15. Refill the coolant.
IMPORTANT: The throttle should operate freely without binding between full closed and wide open
throttle.
16. Inspect for complete throttle opening and closing positions by operating the accelerator pedal.
Also check for poor carpet fit under the accelerator
pedal.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Cable/Linkage >
Component Information > Service and Repair > Accelerator Controls Cable Replacement
Throttle Cable/Linkage: Service and Repair Accelerator Controls Cable Replacement
Accelerator Controls Cable Replacement
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the left instrument panel sound insulator. 3. Disconnect the
accelerator cable (5) from the accelerator pedal (1). 4. Squeeze the accelerator cable cover tangs
and push the accelerator cable through the bulkhead.
5. Remove the accelerator cable shield, if equipped. 6. Disconnect the accelerator cable from the
retaining clip. 7. Disconnect the accelerator cable from the throttle body lever. 8. Disconnect the
accelerator cable from the accelerator cable bracket.
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9. Remove the accelerator cable from vehicle noting cable routing.
INSTALLATION
NOTE: Do not route flexible components (hoses, wires, conduits, etc.) within 50 mm (2 in) of
moving parts unless flexible components can be securely fastened. This is necessary in order to
prevent possible interference and damage to the component.
1. Install accelerator cable into car using routing noted during removal
2. Install the snap retainer through the bulkhead. 3. Connect the accelerator cable (5) in the slot in
the accelerator pedal lever (1). 4. Seat the snap retainer in the accelerator pedal lever.
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Component Information > Service and Repair > Accelerator Controls Cable Replacement > Page 6626
5. Connect the accelerator cable to the throttle body lever. 6. Connect the accelerator cable to the
accelerator cable bracket. 7. Connect the accelerator cable into the retaining clip. 8. Reinstall the
accelerator cable shield, if equipped. 9. Inspect and check for complete throttle opening and
closing positions by operating the accelerator pedal. Also check for poor carpet fit under the
accelerator pedal.
10. Inspect the throttle should operate freely, without binding, between full closed and wide open
throttle. 11. Reinstall the left instrument panel sound insulator.
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Component Information > Service and Repair > Accelerator Controls Cable Replacement > Page 6627
Throttle Cable/Linkage: Service and Repair Accelerator Controls Cable Bracket Replacement
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the accelerator cable cross slug from throttle body slot. 3.
Depress the tangs and remove the accelerator cable from accelerator cable bracket.
4. If applicable disconnect the cruse control cable from the throttle lever and accelerator bracket.
5. Remove the nuts and bolts holding the accelerator cable bracket to the throttle body. 6. Remove
the accelerator cable bracket.
INSTALLATION PROCEDURE
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Component Information > Service and Repair > Accelerator Controls Cable Replacement > Page 6628
1. Install the accelerator cable bracket to throttle body.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the nuts and bolts.
Tighten ^
Tighten the nuts to 10 N.m (88 lb in).
^ Tighten the bolts to 13 N.m (115 lb in).
3. Connect the accelerator cable into accelerator cable bracket. 4. Connect the accelerator cable
cross slug into throttle body slots.
5. If applicable connect the cruise control cable to the throttle lever and accelerator cable bracket.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Specifications
Throttle Position Sensor: Specifications
Throttle Position Sensor Screws 2 Nm
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Component Information > Specifications > Page 6632
Throttle Position Sensor: Locations
Locations View
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Component Information > Specifications > Page 6633
Left Front Of Engine
Top of the engine, on the throttle body assembly.
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions
Throttle Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6636
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6637
Electrical Symbols (Part 2 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6638
Electrical Symbols (Part 3 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6639
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6640
Throttle Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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Component Information > Diagrams > Diagram Information and Instructions > Page 6648
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6653
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6654
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6658
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6659
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6660
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Diagram Information and Instructions > Page 6661
Equivalents - Decimal And Metric (Part 2 Of 2)
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Component Information > Diagrams > Diagram Information and Instructions > Page 6662
Throttle Position Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Component Information > Diagrams > Page 6663
Throttle Position Sensor: Description and Operation
The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle
body. By monitoring the voltage on the signal line, the PCM calculates throttle position. As the
throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output
increases so that at Wide Open Throttle (WOT), the output voltage should be above 4.0 volts.
The PCM calculates fuel delivery based on throttle valve angle (driver demand). A broken or loose
TP sensor may cause intermittent bursts of fuel from an injector and unstable idle because the
PCM thinks the throttle is moving. A hard failure in the TP sensor 5.0 volt reference or signal
circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC
P0123 Throttle Position (TP) Sensor Circuit High Voltage. A hard failure with the TP Sensor ground
circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage,
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position
(TP) Sensor Circuit High Voltage, or DTC P0117 Engine Coolant Temperature (ECT) Sensor
Circuit Low Voltage. Once a DTC is set, the PCM will use an artificial default value based on
engine RPM, engine load and mass air flow for throttle position and some vehicle performance will
return. A high idle may result when either DTC P0122 Throttle Position (TP) Sensor Circuit Low
Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit
Intermittent High Voltage, or DTC P 1122 Throttle Position (TP) Sensor Circuit Intermittent Low
Voltage will set it an intermittent high or low circuit failure is being detected.
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Component Information > Diagrams > Page 6664
The PCM can also detect a shifted TP sensor (2). The PCM monitors throttle position and
compares the actual TP sensor reading to a predicted TP value calculated from engine speed. If
the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance
will be set.
The non-adjustable TP sensor is mounted on the side of the throttle body opposite the throttle
lever. It senses the throttle valve angle and relays that information to the PCM. Knowledge of the
throttle angle is needed by the PCM to generate the required injector control signals (pulse). For
further information, Refer to Information Sensors/Switches Description. See: Computers and
Control Systems/Description and Operation/Information Sensors/Switches
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Fuel Delivery and Air Induction > Throttle Position Sensor >
Component Information > Diagrams > Page 6665
Throttle Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect the TP sensor electrical connector.
3. Remove the 2 TP sensor attaching screws.
4. Remove the TP sensor.
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5. Remove the TP sensor O-ring.
INSTALLATION PROCEDURE
1. Install the TP sensor O-ring.
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle
body assembly.
NOTE: Refer to Fastener Notice in Service Precautions.
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Component Information > Diagrams > Page 6667
3. Reinstall the 2 TP sensor attaching screws, using a thread-locking compound on the screws.
Loctite (R) 262, GM P/N 1052624, or equivalent
should be used.
Tighten Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
4. Connect the TP sensor electrical connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Specifications
Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Locations > Component Locations
Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Locations > Component Locations > Page 6674
Camshaft Position Sensor: Connector Locations
Locations View
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Information > Locations > Component Locations > Page 6675
Left Front Of Engine
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Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
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Electrical Symbols (Part 1 Of 4)
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Information > Diagrams > Diagram Information and Instructions > Page 6679
Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
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Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
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Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6690
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6691
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6692
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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Information > Diagrams > Diagram Information and Instructions > Page 6694
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6695
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6696
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6697
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6698
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6699
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6700
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6701
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6702
Equivalents - Decimal And Metric (Part 1 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 6703
Equivalents - Decimal And Metric (Part 2 Of 2)
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Information > Diagrams > Diagram Information and Instructions > Page 6704
Camshaft Position Sensor
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Description and Operation > Camshaft Position (CMP) Sensor and Cam Signal
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
Information > Description and Operation > Camshaft Position (CMP) Sensor and Cam Signal > Page 6707
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Camshaft Position Sensor > Component
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Specifications
Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Locations > Component Locations
Crankshaft Position Sensor: Component Locations
Locations View
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Information > Locations > Component Locations > Page 6714
Locations View
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Locations > Component Locations > Page 6715
Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Locations > Component Locations > Page 6716
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions
Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6719
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6720
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6721
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6722
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6723
Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Information > Diagrams > Diagram Information and Instructions > Page 6724
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Information > Diagrams > Diagram Information and Instructions > Page 6725
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Information > Diagrams > Diagram Information and Instructions > Page 6727
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6731
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6732
^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6733
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6734
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6735
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6736
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6737
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6738
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6739
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6740
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6741
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6742
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Information > Diagrams > Diagram Information and Instructions > Page 6743
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6744
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Diagrams > Diagram Information and Instructions > Page 6745
Crankshaft Position Sensor (24X)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Description and Operation > 7X Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Description and Operation > 7X Crankshaft Position (CKP) Sensor > Page 6748
Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Service and Repair > CKP System Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Service and Repair > CKP System Variation Learn Procedure > Page 6751
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Crankshaft Position Sensor > Component
Information > Service and Repair > CKP System Variation Learn Procedure > Page 6752
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information >
Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information >
Locations > Page 6756
Ignition Cable: Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Cable > Component Information >
Locations > Page 6757
Ignition Cable: Service and Repair
REMOVAL PROCEDURE
1. Turn the ignition switch to the OFF position. 2. Note the position of the spark plug wire retaining
clips. Remove the spark plug wire retaining clips from the engine.
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
3. Note the position of the spark plug wire(s). Remove the spark plug wires (2,4,6) from the front
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
4. Note the position of the spark plug wire(s). Remove the spark plug wires (1,3,5) from the rear
spark plugs by twisting the boot 1/2 turn before
removing the spark plug boot(s).
5. Remove the spark plug wire retaining clips from the rear of the engine.
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Locations > Page 6758
6. Remove the spark plug wires from the ignition coils. 7. Remove the spark plug wires from the
engine. 8. If replacing the spark plug wires, transfer any of the following:
^ Boot heat shields
^ Spark plug wire conduit
^ Spark plug wire retaining clips
INSTALLATION PROCEDURE
1. Position the spark plug wire(s) to the engine. 2. Install the spark plug wires to the ignition coils in
the proper position.
3. Install the spark plug wires (1,3,5) to the rear spark plugs. 4. Install the spark plug wire retaining
clips from the rear of the engine.
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Locations > Page 6759
5. Install the spark plug wire (2,4,6) to the front spark plugs.
6. Install the spark plug wire retaining clips to the front of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information >
Specifications
Ignition Coil: Specifications
Ignition Coil to Ignition Control Module Screws 4.5 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information >
Specifications > Page 6763
Ignition Coil: Description and Operation
Three twin-tower ignition coils are individually mounted to the ignition control module. Each coil
provides spark for two plugs simultaneously (waste spark distribution). Each coil is serviced
separately. Two terminals connect each coil pack to the module. Each coil is provided a fused
ignition feed. The other terminal at each coil is individually connected to the module, which will
energize one coil at a time by completing and interrupting the primary circuit ground path to each
coil at the proper time.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Coil > Component Information >
Specifications > Page 6764
Ignition Coil: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition 2. Note position of spark plug wires for installation and disconnect the
spark plug wires from ignition coils (2).
3. Remove the 2 screws (1) securing ignition coil (2) to ignition control module (3). 4. Remove the
ignition coil (2).
INSTALLATION PROCEDURE
1. Install the ignition coil (2) on the ignition control module (3).
NOTE: Refer to Fastener Notice in Service Precautions.
2. Reinstall the 2 attaching screws (1).
Tighten Tighten the screws to 4.5 N.m (40 lb in).
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Specifications > Page 6765
3. Connect the spark plug wires as noted during removal.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component
Information > Specifications
Ignition Control Module: Specifications
Ignition Coil to Ignition Control Module Screws 4.5 Nm
Ignition Controle Module Bracket to Engine Studs and Nuts 25 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component
Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component
Information > Locations > Component Locations > Page 6771
Ignition Control Module: Connector Locations
Locations View
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Information > Locations > Component Locations > Page 6772
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component
Information > Diagrams > Ignition Control Module C1
Ignition Control Module (ICM), C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component
Information > Diagrams > Ignition Control Module C1 > Page 6775
Ignition Control Module (ICM), C2
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component
Information > Diagrams > Page 6776
Ignition Control Module: Description and Operation
Ignition Control (IC) Module
The Ignition Control (IC) module performs the following functions:
^ It determines the correct ignition coil firing sequence, based on 7X pulses. This coil sequencing
occurs at start-up. After the engine is running, the module determines the sequence, and continues
triggering the ignition coils in proper sequence.
^ It sends the 3X crankshaft reference (fuel control) signal to the PCM. The PCM determines
engine RPM from this signal. this signal is also used by the PCM to determine crankshaft speed for
ignition control (IC) spark advance calculations.
The 3X reference signal sent to the PCM by the IC module is an on, off pulse occurring 3 times per
crankshaft revolution.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Ignition Control Module > Component
Information > Diagrams > Page 6777
Ignition Control Module: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect all the electrical connectors at the ignition control module.
3. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition
coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Disconnect the
coils from ignition control module. 6. Remove the fasteners securing ignition control module
assembly to engine. 7. Remove the ignition control module from the module mounting bracket.
INSTALLATION PROCEDURE
1. Install the ignition control module on the module mounting bracket. 2. Install the coils to ignition
control module. 3. Reinstall the screws through the coils and module into the module mounting
bracket.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Reinstall the screws.
Tighten Tighten the screws to 4-5 N.m (40 lb in).
5. Connect the spark plug wires as noted during removal. 6. Connect the electrical connectors to
the ignition control module.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Specifications
Knock Sensor: Specifications
knock Sensor 19 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Locations > Component Locations
Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Locations > Component Locations > Page 6783
Knock Sensor: Connector Locations
Left Front Of Engine
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Locations > Component Locations > Page 6784
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions
Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions > Page 6787
Electrical Symbols (Part 1 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions > Page 6788
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions > Page 6789
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions > Page 6790
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions > Page 6791
Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions > Page 6792
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Knock Sensor > Component Information >
Diagrams > Diagram Information and Instructions > Page 6793
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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Diagrams > Diagram Information and Instructions > Page 6794
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Diagrams > Diagram Information and Instructions > Page 6795
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Knock Sensor (KS) 1
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Schematic
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Description and Operation > General Information
Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
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Ignition Control Module > Component Information > Specifications
Ignition Control Module: Specifications
Ignition Coil to Ignition Control Module Screws 4.5 Nm
Ignition Controle Module Bracket to Engine Studs and Nuts 25 Nm
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Ignition Control Module > Component Information > Locations > Component Locations
Locations View
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Ignition Control Module: Connector Locations
Locations View
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Locations View
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Ignition Control Module > Component Information > Diagrams > Ignition Control Module C1
Ignition Control Module (ICM), C1
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Ignition Control Module (ICM), C2
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Ignition Control Module: Description and Operation
Ignition Control (IC) Module
The Ignition Control (IC) module performs the following functions:
^ It determines the correct ignition coil firing sequence, based on 7X pulses. This coil sequencing
occurs at start-up. After the engine is running, the module determines the sequence, and continues
triggering the ignition coils in proper sequence.
^ It sends the 3X crankshaft reference (fuel control) signal to the PCM. The PCM determines
engine RPM from this signal. this signal is also used by the PCM to determine crankshaft speed for
ignition control (IC) spark advance calculations.
The 3X reference signal sent to the PCM by the IC module is an on, off pulse occurring 3 times per
crankshaft revolution.
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Ignition Control Module: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Disconnect all the electrical connectors at the ignition control module.
3. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition
coils. 4. Remove the screws securing coil assemblies to ignition control module. 5. Disconnect the
coils from ignition control module. 6. Remove the fasteners securing ignition control module
assembly to engine. 7. Remove the ignition control module from the module mounting bracket.
INSTALLATION PROCEDURE
1. Install the ignition control module on the module mounting bracket. 2. Install the coils to ignition
control module. 3. Reinstall the screws through the coils and module into the module mounting
bracket.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Reinstall the screws.
Tighten Tighten the screws to 4-5 N.m (40 lb in).
5. Connect the spark plug wires as noted during removal. 6. Connect the electrical connectors to
the ignition control module.
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Camshaft Position Sensor > Component Information > Specifications
Camshaft Position Sensor: Specifications
Camshaft Position Sensor Bolt 89 in.lb
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Camshaft Position Sensor > Component Information > Locations > Component Locations
Camshaft Position Sensor: Component Locations
RH side of the engine, below the intake plenum.
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Camshaft Position Sensor: Connector Locations
Locations View
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Left Front Of Engine
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Camshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Camshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6867
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6869
Equivalents - Decimal And Metric (Part 2 Of 2)
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Camshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6870
Camshaft Position Sensor
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Camshaft Position Sensor > Component Information > Description and Operation > Camshaft Position (CMP) Sensor and
Cam Signal
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor and Cam
Signal
The camshaft position sensor sends a cam signal to the PCM which uses it as a sync pulse to
trigger the injectors in proper sequence. The PCM uses the CAM signal to indicate the position of
the #1 piston during its intake stroke. This allows the PCM to calculate true Sequential Fuel
Injection (SFI) mode of operation. If the PCM detects an incorrect CAM signal while the engine is
running, DTC P0341 Camshaft Position (CMP) Sensor Performance will set.
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a
calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run in the calculated sequential mode as long
as the fault is present with a 1 in 6 chance of injector sequence being correct.
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Camshaft Position Sensor > Component Information > Description and Operation > Camshaft Position (CMP) Sensor and
Cam Signal > Page 6873
Camshaft Position Sensor: Description and Operation Camshaft Position (CMP) Sensor
The camshaft position sensor is located on the timing cover behind the water pump near the
camshaft sprocket. As the camshaft sprocket turns, a magnet in it activates the Hall-effect switch in
the camshaft position sensor. When the Hall-effect switch is activated, it grounds the signal line to
the PCM, pulling the camshaft position sensor signal circuit's applied voltage low. This is
interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not
received by the PCM, DTC P0341 will be set.
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt. 3. Loosen the power steering pump
to gain access to the CMP. 4. Disconnect the sensor electrical connector. 5. Remove the attaching
bolt. 6. Remove the sensor. 7. Inspect the sensor for wear, cracks or leakage if the sensor is not
being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil and replace if damaged.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the camshaft position sensor.
Tighten Tighten the retaining bolt to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Install the power steering pump. 5. Reinstall the
serpentine drive belt.
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Specifications
Crankshaft Position Sensor: Specifications
Crankshaft Position Sensor Bolt Front Cover 89 in.lb
Crankshaft Position Sensor Stud Side of Engine Block 98 in.lb
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Locations > Component Locations
Crankshaft Position Sensor: Component Locations
Locations View
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Locations View
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Crankshaft Position Sensor > Component Information > Locations > Component Locations > Page 6881
Locations View
Crankshaft Position (24X) Sensor
RH side of the engine, at the end of the crankshaft, behind the harmonic balancer.
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Left Front Of Engine
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Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions
Crankshaft Position Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Crankshaft Position Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6893
Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6904
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6905
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6906
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6907
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6908
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6909
Equivalents - Decimal And Metric (Part 1 Of 2)
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Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6910
Equivalents - Decimal And Metric (Part 2 Of 2)
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Crankshaft Position Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6911
Crankshaft Position Sensor (24X)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Description and Operation > 7X Crankshaft Position (CKP) Sensor
Crankshaft Position Sensor: Description and Operation 7X Crankshaft Position (CKP) Sensor
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference
pulses which the PCM uses to calculate RPM and crankshaft position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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Crankshaft Position Sensor > Component Information > Description and Operation > 7X Crankshaft Position (CKP) Sensor
> Page 6914
Crankshaft Position Sensor: Description and Operation 24X Crankshaft Position (CKP) Sensor
24X Crankshaft Position (CKP) Sensor
The 24X crankshaft position (CKP) sensor (1) is used to improve idle spark control at engine
speeds up to approximately 1600 RPM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Service and Repair > CKP System Variation Learn Procedure
Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure
The Crankshaft Position System Variation compensating values are stored in the PCM non-volatile
memory after a learn procedure has been performed. If the actual Crankshaft Position System
Variation is not within the Crankshaft Position System Variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the
following conditions are true: ^DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
Important: The scan tool Crankshaft Position System Variation Learn function will be inhibited if
engine coolant temperature is less than 70°C (158°F). Allow the engine to warm to at least 70°C
(158°F) before attempting the Crankshaft Position System Variation Learn Procedure.
The scan tool Crankshaft Position System Variation Learn function will be inhibited if any
Powertrain DTCs other than DTC P1336 are set before or during the Crankshaft Position System
Variation Learn Procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The Crankshaft Position System Variation Learn function will be inhibited if the PCM detects a
malfunction involving the camshaft position signal circuit, the 3X reference circuit, or the 24X
reference circuit. If a malfunction has been indicated, refer to the following list to diagnose the
system or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Circuit.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
The scan tool Crankshaft Position System Variation Learn function will not be enabled until engine
coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command
the PCM to enable CKP system variation learn fuel cutoff and allow the crankshaft position system
variation compensating values to be stored in the PCM. The PCM must detect an engine speed of
5150 RPM (CKP system variation learn fuel cutoff) during the Crankshaft Position System Variation
Learn Procedure to store the crankshaft position system variation compensating values and
complete the procedure.
Important: Block the drive wheels when performing the Crankshaft Position System Variation
Learning Procedure in order to prevent personal injury. Set the vehicle parking brake when
instructed by the scan tool. Quickly increase the accelerator pedal until wide open throttle is
reached and hold. During the learn procedure the PCM will automatically control injector operation,
when the RPM has reached a certain RPM the PCM will stop the fuel injectors from pulsing until
the learn procedure is finished. When the PCM has learned the crankshaft variation the fuel
injectors will return to normal operation and the engine will begin to accelerate again. Release the
throttle when the engine reaches the second fuel cut off. Leaving the throttle open during the fuel
cut off learn procedure will allow the engine to decel at an even rate.
1. Block the drive wheels. 2. Ensure the hood is closed. 3. Start the engine and allow engine
coolant temperature to reach at least 70°C (158°F) 4. Turn OFF the ignition. 5. Select and enable
the Crankshaft Position System Variation Learn Procedure with the scan tool. 6. Set the parking
brake when instructed by the scan tool. 7. Start the vehicle. 8. Apply and hold the service brake
pedal firmly. 9. Ensure the transaxle is in park.
10. Steadily increase the accelerator pedal until the fuel cutoff is reached at 5150 RPM and hold.
Release the accelerator pedal after the second fuel
cutoff has been reached.
11. The crankshaft position system variation compensating values are learned when the RPM
decreases back to idle. If the procedure terminates. 12. Observe DTC status for DTC P1336. 13. If
the scan tool indicates that DTC P1336 ran and passed, the Crankshaft Position System Variation
Learn Procedure is complete. If the scan tool
indicates DTC P1336 failed or not run, determine if other DTCs have set. If DTCs other than P1336
are not set, repeat the Crankshaft Position System Variation Learn Procedure as necessary.
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Service and Repair > CKP System Variation Learn Procedure >
Page 6917
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(7X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Crank steering wheel fully to the left. 3. Raise the vehicle. Refer to
Lifting and Jacking the Vehicle in Vehicle Lifting. 4. Remove the right tire and wheel. 5. Disconnect
the sensor electrical connector. 6. Remove the attaching bolt/screw. 7. Remove the sensor from
engine. 8, Inspect for wear, cracks, or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil before installation and replace if damaged. 2. Install
the sensor to the block. 3. Reinstall the sensor attaching bolt.
Tighten Tighten the bolt to 11 N.m (97 lb in).
4. Connect the sensor electrical connector. 5. Install the right tire and wheel. 6. Lower the vehicle.
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Crankshaft Position Sensor > Component Information > Service and Repair > CKP System Variation Learn Procedure >
Page 6918
Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement
(24X)
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Remove the serpentine drive belt from crankshaft pulley. 3. Raise the
vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information 4. Remove the
crankshaft harmonic balancer. 5. Note the routing of sensor harness before removal. 6. Remove
the harness retaining clip with bolt (1). 7. Disconnect the sensor electrical connector. 8, Remove
the sensor bolts (4). 9. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with bolts (4) and route harness as noted during
removal.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the harness retaining clip with bolt (3).
Tighten Tighten the bolts to 10 N.m (88 lb in).
3. Connect the sensor electrical connector. 4. Reinstall the balancer on the crankshaft. 5. Lower
vehicle. 6. Reinstall the serpentine drive belt. 7. Perform the CKP System Variation Learn
Procedure. See: Testing and Inspection/Programming and Relearning
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock
Cylinder - Dash Mounted
Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder - Dash Mounted
IGNITION SWITCH LOCK CYLINDER REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: Perform the body control module (BCM) theft deterrent relearn procedure whenever
you replace the ignition switch lock cylinder. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
1. Disconnect the negative battery cable. 2. Remove the instrument panel (I/P) cluster trim plate.
3. Insert the key and turn the ignition lock cylinder to the ON/RUN position. 4. Using a small curved
tool or an L-shaped hex wrench, depress and hold the detent on the ignition lock cylinder. Access
the detent by placing the
tool through the I/P opening to the right of the ignition switch. If you cannot locate the detent with
the tool, lower the ignition switch away from the I/P. Refer to Ignition Switch Replacement.
5. Using the key as an aid, pull to remove the lock cylinder from the switch. 6. Remove the key
from the lock cylinder. 7. If the cylinder does not rotate or is seized, follow the procedure in the
ignition switch replacement. Refer to Ignition Switch Replacement.
INSTALLATION PROCEDURE
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Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock
Cylinder - Dash Mounted > Page 6924
1. Code the ignition lock cylinder, if necessary. Refer to Key and Lock Cylinder Coding. 2. Insert
the key and turn the lock cylinder to the ON/RUN position. 3. Position the lock cylinder to the
ignition switch. Press the cylinder into place. If you turned the key slightly while removing the lock
cylinder, you
may have to align the white colored ignition switch rotor (1) with the lock cylinder (2). You can
rotate the ignition switch rotor (1) with your finger.
4. Turn the key to the OFF position and remove the key. 5. Install the I/P cluster trim plate. 6.
Connect the negative battery cable. 7. If you installed a new lock cylinder, perform the BCM theft
deterrent relearn procedure. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Ignition Switch > Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock
Cylinder - Dash Mounted > Page 6925
Ignition Switch Lock Cylinder: Service and Repair Programming/Learn Procedures
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn Passlock Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/Passlock Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the Passlock Sensor
Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, Passlock
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the Passlock Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the Passlock Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the Passlock Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Specifications
Knock Sensor: Specifications
knock Sensor 19 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Locations > Component Locations
Knock Sensor: Component Locations
Left Front Of Engine
Knock Sensor (KS) Bank 1
Lower RR of the engine, below the exhaust manifold.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Locations > Component Locations > Page 6931
Knock Sensor: Connector Locations
Left Front Of Engine
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Knock Sensor > Component Information > Locations > Component Locations > Page 6932
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions
Knock Sensor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6935
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6936
Electrical Symbols (Part 2 Of 4)
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Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6937
Electrical Symbols (Part 3 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6938
Electrical Symbols (Part 4 Of 4)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6939
Knock Sensor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6940
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6949
10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6952
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6953
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6954
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6957
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6958
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6959
Equivalents - Decimal And Metric (Part 1 Of 2)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6960
Equivalents - Decimal And Metric (Part 2 Of 2)
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6961
Knock Sensor (KS) 1
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Knock Sensor > Component Information > Diagrams > Diagram Information and Instructions > Page 6962
Schematic
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Description and Operation > General Information
Knock Sensor: Description and Operation General Information
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located
on the engine block near the cylinders. The sensor produces an AC output voltage which increases
with the severity of the knock. This signal voltage is input to the PCM. The PCM then adjusts the
Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC
P0327 Knock Sensor (KS) Circuit are designed to diagnose the PCM, the knock sensor, and
related wiring, so problems encountered with the KS system should set a DTC.
Refer to Knock Sensor (KS) System Description description of the knock sensor system.
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Knock Sensor > Component Information > Description and Operation > General Information > Page 6965
Knock Sensor: Description and Operation Operation
The knock sensor detects abnormal vibration (spark knocking) in the engine. The knock sensor is
mounted in the engine block near the cylinders and produce an AC signal under all engine
operating conditions. The PCM contains integrated Knock Sensor (KS) diagnostic circuitry which
uses the input signals from the knock sensors to detect engine detonation. This allows the PCM to
retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received.
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Knock Sensor > Component Information > Description and Operation > General Information > Page 6966
Knock Sensor: Description and Operation Purpose
Knock Sensor (KS) System Description Purpose
Varying octane levels in todays gasoline may cause detonation in some engines. Detonation is
caused by an uncontrolled explosion (burn) in the combustion chamber. This uncontrolled
explosion could produce a flame front opposite that of the normal flame front produced by the spark
plug. The rattling sound normally associated with detonation is the result of two or more opposing
pressures (flame fronts) colliding within the combustion chamber. Though light detonation is
sometimes considered normal, heavy detonation could result in engine damage. To control spark
knock, a Knock Sensor (KS) system is used. This system is designed to retard spark timing when
spark knock is detected in the engine. The KS system allows the engine to use maximum spark
advance for optimal driveability and fuel economy.
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Knock Sensor > Component Information > Description and Operation > Page 6967
Knock Sensor: Testing and Inspection
The PCM calculates an average voltage the knock sensor signal and takes instantaneous signal
voltage readings. The PCM uses the instantaneous signal voltage reading to determine the state of
the knock sensor circuitry. If the knock sensor system is operating normally, the PCM should
monitor instantaneous KS signal voltage readings varying outside a voltage range above and
below the calculated average voltage. The following DTCs are used to diagnose the knock sensor
system:
^ If the PCM malfunctions in a manner which will not allow proper diagnosis of the KS circuits, DTC
P0325 will set.
^ DTC P0327 is designed to diagnose the knock sensor, and related wiring, so problems
encountered with the KS system should set a DTC. However, if no DTC was set but the KS system
is suspect because detonation was the customer's complaint, use the tables for P0327 to diagnose
the Detonation/Spark Knock Symptom.
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Sensors and Switches - Ignition System >
Knock Sensor > Component Information > Description and Operation > Page 6968
Knock Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition. 2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle
Lifting. 3. Disconnect the knock sensor wiring harness connector from the knock sensor. 4.
Remove the knock sensor from the engine block.
INSTALLATION PROCEDURE
IMPORTANT: Do Not apply thread sealant to sensor threads. The sensor is coated at factory and
applying additional sealant will affect the sensors ability to detect detonation.
NOTE: Refer to Fastener Notice in Service Precautions.
Knock Sensor (KS) System Deascription Purpose
1. Install the knock sensor into engine block.
Tighten Tighten the knock sensor to 19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor. 3. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information >
Specifications
Spark Plug Usage
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Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information >
Service Precautions > Spark Plug Service Precautions
Spark Plug: Service Precautions Spark Plug Service Precautions
NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug
boot only. Do not pull on the spark plug wire or the wire could be damaged.
NOTE: Observe the following service precautions:
^ Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from
a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so can result in
engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the
cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug.
^ Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
NOTE:
^ It is important to check the gap of all new and reconditioned spark plugs before installation.
Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an
accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor
engine performance and may even damage the engine.
^ Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if
necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can
cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque
specifications carefully. Over or under-tightening can also cause severe damage to engine or spark
plug.
NOTE: Use the correct fastener in the correct location. Replacement fasteners must be the correct
part number for that application. Fasteners requiring replacement or fasteners requiring the use of
thread locking compound or sealant are identified in the service procedure. Do not use paints,
lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These
coatings affect fastener torque and joint clamping force and may damage the fastener. Use the
correct tightening sequence and specifications when installing fasteners in order to avoid damage
to parts and systems.
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Service Precautions > Spark Plug Service Precautions > Page 6974
Spark Plug: Service Precautions Platinum Tip Spark Plug Maintenance Information
Platinum Tip Spark Plug Maintenance Information for all 95-02 Models Equipped with Platinum Tip
Spark Plugs
The following information was originally sent to all General Motors dealers as a DCS message on
October 14, 1999.
Recommendation / Instructions:
It has come to our attention that some GM dealers sell a customer service to remove platinum
tipped spark plugs and clean the threads at regular intervals to prevent the seizure of the spark
plugs in the cylinder heads at high mileage.
Platinum tipped spark plugs are designed to operate under normal vehicle operating conditions for
up to 100,000 miles (160,000 kms) without periodic maintenance. When no engine performance
concerns are present, platinum tipped spark plugs should not be removed for periodic inspection
and cleaning of threads, doing so would compromise the spark plugs ability to withstand their
corrosive environment.
The threaded area, although not sealed, serves as a protective environment against most harmful
elements. Removing and cleaning spark plugs will introduce metallic debris and brush scrapings
into the thread area which may further the corrosion process. Chromate coated spark plugs should
not be wire brushed or handled in any way once they are put in service. Chromium topcoats form a
protective oxide on spark plugs that is not effective if scratched.
Both coated and uncoated spark plugs will have the best chance of surviving a corrosive
environment if they are left in position. Attempts to maintain spark plugs by removing them and
cleaning the threads can actually create the corrosive condition that the procedure was intended to
prevent.
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Service Precautions > Page 6975
Spark Plug: Application and ID
Spark Plug ...........................................................................................................................................
........................................................ AC Type 41-940
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Service Precautions > Page 6976
Spark Plug: Description and Operation
Worn, cracked or dirty plugs may give satisfactory operation at idling speed, but under operating
conditions they frequently fail. Faulty plugs are indicated in a number of ways: poor fuel economy,
loss of power and speed, hesitation, shudder, medium throttle intake manifold backfire, hard
starting and general poor engine performance.
Fouled plugs may be indicated by black carbon deposits. The black deposits are usually the result
of slow-speed driving and short runs where sufficient engine operating temperature is seldom
reached. Worn pistons, rings, faulty ignition, over-rich fuel mixture or low heat range spark plugs
may result in carbon deposits.
Excessive gap wear on plugs of low mileage, usually indicates the engine is operating at high
speeds or loads that are consistently greater than normal or that a plug which is too hot of a heat
range is being used. Electrode wear may also be the result of plug overheating, caused by
combustion gases leaking past the threads, due to insufficient torque of the spark plug. Excessively
lean fuel mixture will also result in excessive electrode wear.
Broken insulators are usually the result of improper installation or carelessness when gapping the
plug. Broken upper insulators usually result from a poor fitting wrench or an outside blow. The
cracked insulator may not show up right away, but will as soon as oil or moisture penetrates the
crack. The crack is usually just below the crimped part of shell and may not be visible.
Broken lower insulators usually result from carelessness when gapping and generally are visible.
This type of break may result from the plug operating too Hot, which may happen in periods of
high-speed operation or under heavy loads. When gapping a spark plug, always make the gap
adjustment by bending the ground (side) electrode. Spark plugs with broken insulators should
always be replaced.
Each spark plug boot covers the spark plug terminal and a portion of the plug insulator. These
boots prevent flash-overwhich causes engine misfiring. Do not mistake corona discharge for
flash-over or a shorted insulator. Corona is a steady blue light appearing around the insulator, just
above the shell crimp. It is the visible evidence of high-tension field and has no effect on ignition
performance. Usually it can be dust particles leaving a clear ring on the insulator just above the
shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown
out between shell and insulator.
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Service Precautions > Page 6977
Spark Plug: Testing and Inspection
Normal spark plug operation will result in brown to grayish-tan deposits appearing on the portion of
the spark plug that projects into the cylinder area. A small amount of red-brown, yellow, and white
powdery material may also be present on the insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels and lubricating oils with additives. Some
electrode wear will also occur.
Engines which are not running properly are often referred to as misfiring. Spark plug misfiring can
be indicated in a number of ways:
^ Poor fuel economy
^ Power loss
^ Loss of speed
^ Hard starting
^ Poor engine performance
Flashover occurs when a damaged spark plug boot, along with dirt and moisture, permits the high
voltage charge to short over the insulator to the spark plug shell or the engine. Should misfiring
occur before the recommended replacement interval, locate and correct the cause.
Carbon fouling of the spark plug is indicated by dry, black carbon (soot) deposits on the portion of
the spark plug in the cylinder. Excessive idling or slow speeds under light engine loads can keep
the spark plug temperatures so low that these deposits are not burned off. Rich fuel mixtures or
poor ignition system output may also be the cause.
Oil fouling of the spark plug is indicated by wet oily deposits on the portion of the spark plug in the
cylinder, usually with little electrode wear. This may be caused by oil getting past worn piston rings
or valve seals. This condition also may occur during break-in of new or newly overhauled engines.
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Service Precautions > Page 6978
Deposit fouling of the spark plug occurs when the normal red-brown, yellow or white deposits of
combustion by-products become sufficient to cause misfiring. In some cases, these deposits may
melt and form a shiny glaze on the insulator around the center electrode. If the fouling is found in
only one or two cylinders, valve stem clearances or intake valve seals may be allowing excess
lubricating oil to enter the cylinder, particularly if the deposits are heavier on the side of the spark
plug that was facing the intake valve.
Excessive gap means that the airspace between the center and side electrodes at the bottom of
the spark plug is too wide for consistent spark plug firing. This may be due to improper gap
adjustment or to excessive wear of the electrodes during use. Check of the gap size and compare
the gap measurement to that specified for the vehicle. Excessive gap wear can be an indication of
continuous operation at high speeds or with high engine loads, causing the spark plug to run too
hot.
Too small of a gap indicates the plug was damaged at the time of installation. Another possible
cause is an excessively lean fuel mixture.
Low or high spark plug installation torque or improper seating of the spark plug can result in the
spark plug running too hot and cause excessive gap wear. The spark plug and cylinder head seats
must be in good contact for proper heat transfer and spark plug cooling. Dirty or damaged threads
in the head or on the spark plug can keep the spark plug from seating even though the proper
torque is applied. Once the spark plugs are properly seated, tighten the spark plug to the proper
torque. Low torque may result in poor contact of seats due to a loose spark plug. Overtightening
may cause the spark plug shell to be stretched and also result in poor contact between seats. In
extreme cases, exhaust blow-by and damage beyond simple gap wear may occur.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information >
Service Precautions > Page 6979
Cracked or broken insulators may be the result of improper installation, damage during spark plug
regapping, or heat shock to the insulator material. Upper insulators can be broken when a poorly
fitting tool is used during installation or removal, or when the spark plug is hit from the outside.
Cracks in the upper insulator may be inside the shell and not visible. Also, the breakage may not
cause problems until oil or moisture penetrates the crack later.
A broken or cracked lower insulator tip (around the center electrode) can result from damage
during regapping or from heat shock (spark plug suddenly operating too hot).
Damage during regapping can happen if the gapping tool is pushed against the center electrode or
the insulator around it, causing the insulator to crack. When regapping a spark plug, make the
adjustment by only bending the side electrode. Do not contact other parts.
Heat shock breakage in the lower insulator tip generally occurs during severe engine operating
conditions (high-speeds or heavy-loading) and may be caused by over advanced timing or low
grade fuels. Heat shock refers to a rapid increase in the tip temperature that causes the insulator
material to crack.
Spark plugs with less than the recommended amount of service can sometimes be cleaned and
regapped, then returned to service. However, if there is any doubt about the serviceability of a
spark plug, replace it. Replace spark plugs with cracked or broken insulators. In some cases, such
as flashover, the ignition wire may need to be changed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information >
Service Precautions > Page 6980
Spark Plug: Service and Repair
SPARK PLUG REPLACEMENT
Removal Procedure
Tools Required J38491 Spark Plug Heat Shield Removal Tool
1. Turn OFF the ignition switch.
2. Remove the spark plug wires from the spark plugs.
NOTE: ^
Allow the engine to cool before removing the spark plugs. Attempting to remove the spark plugs
from a hot engine may cause the plug threads to seize, causing damage to cylinder head threads.
^ Clean the spark plug recess area before removing the spark plug. Failure to do so could result in
engine damage because of dirt or foreign material entering the cylinder head, or by the
contamination of the cylinder head threads. The contaminated threads may prevent the proper
seating of the new plug. Use a thread chaser to clean the threads of any contamination.
3. Remove the spark plugs from the engine.
Installation Procedure
NOTE: ^
Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either
hotter or colder than those specified for the vehicle. Installing spark plugs of another type can
severely damage the engine.
^ Check the gap of all new and reconditioned spark plugs before installation. The pre-set gaps may
have changed during handling. Use a round feeler gage to ensure an accurate check. Installing the
spark plugs with the wrong gap can cause poor engine performance and may even damage the
engine.
1. Measure the spark plug gap on the spark plugs to be installed and correct as necessary.
Spark Plug Gap: 0.060 in (1.52 mm)
NOTE: ^
Be sure that the spark plug threads smoothly into the cylinder head and the spark plug is fully
seated. Use a thread chaser, if necessary, to clean threads in the cylinder head. Cross-threading or
failing to fully seat the spark plug can cause overheating of the plug, exhaust blow-by, or thread
damage.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Ignition System > Spark Plug > Component Information >
Service Precautions > Page 6981
2. Install the spark plugs to the engine.
Torque: 15 N.m (11 ft. lb.)
3. Connect the spark plug wires to the spark plugs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: Customer Interest A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's
Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 6993
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 6994
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 6995
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 7001
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7006
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7007
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7008
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 >
Nov > 02 > A/T - Pressure Control Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 >
Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 7014
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7015
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7016
Pressure Regulating Solenoid: Description and Operation
Pressure Control Solenoid Valve
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls
transmission line pressure based on current flow through its coil windings. As current flow is
increased, the magnetic field which is produced by the coil moves the solenoid's plunger further
away from the exhaust port. Opening the exhaust port decreases the output fluid pressure, which is
regulated by the PC solenoid valve. This ultimately decreases line pressure. The PCM controls the
PC solenoid valve based upon various inputs including throttle position, fluid temperature, MAP
sensor, and gear state.
The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz
(cycles per second). Duty cycle is defined as the percentage of time when current flows through the
solenoid coil during each cycle. A higher duty cycle provides a greater current flow through the
solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the
PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average
current, and continuously varies the PC solenoid valve duty cycle in order to maintain the correct
average current flowing through the PC solenoid valve.
The PC solenoid valve resistance should measure between 3-5 ohms when measured at 20°C
(68°F).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7017
Pressure Regulating Solenoid: Service and Repair
Pressure Control Solenoid Valve Replacement
Removal
1. Remove the case side cover. Refer to Control Valve Body Cover Replacement . 2. Disconnect
the transaxle wiring harness.
3. Remove the pressure control solenoid (322).
Installation
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover.
Important: It is recommended that transmission adaptive pressure (TAP) information be reset.
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, The
ECM, PCM or TCM will need to relearn TAP values. Transmission performance may be affected as
new TAP values are learned.
4. Reset the TAP values. Refer to Adapt Function.
Adapt Function
The 4T65-E transmission uses a line pressure control system, that has the ability to adapt line
pressure to compensate for normal wear of the following parts:
- The clutch fiber plates
- The springs and seals
- The apply bands
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7018
The PCM maintains information for the following transmission adaptive systems:
Upshift Adapts (1-2, 2-3 and 3-4)
The PCM monitors the automatic transmission input shaft speed (AT ISS) sensor and the vehicle
speed sensor (VSS) in order to determine when an upshift has started and completed. The PCM
measures the time for the upshift. If the upshift time is longer than a calibrated value, then the PCM
will adjust the current to the pressure control (PC) solenoid valve to increase the line pressure for
the next shift in the same torque range. If the upshift time is shorter than the calibrated value, then
the PCM will decrease the line pressure for the next shift in the same torque range.
Steady State Adapts
The PCM monitors the AT ISS sensor and the VSS after an upshift in order to determine the
amount of clutch slippage. If excessive slippage is detected, then the PCM will adjust the current to
the PC solenoid valve in order to increase the line pressure to maintain the proper gear ratio for the
commanded gear.
The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 16.
Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and
TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell values to display zero or
negative numbers. This indicates that the PCM has adjusted line pressure at or below the
calibrated base pressure.
Clearing Transmission Adaptive Pressure (TAP)
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift
times. It is not recommended that TAP information be reset unless one of the following repairs has
been made:
- Transmission overhaul or replacement
- Repair or replacement of an apply or release component (clutch, band, piston, servo)
- Repair or replacement of a component or assembly which directly affects line pressure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service
and Repair
Shift Interlock Solenoid: Service and Repair
Removal Procedure
1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging. 2. Remove the center console. Refer to Console Replacement
- Front Floor (Impala) or Console Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Disconnect electrical connector from the A/T shift lock control (2).
4. Remove both ends of the Automatic Transmission Shift Lock Control from pivot points (1).
Installation Procedure
1. Install the A/T shift lock control upper clip onto upper pivot point, and lower clip onto the lower
pivot point.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service
and Repair > Page 7022
2. Install the center console. Refer to Console Replacement - Front Floor (Impala) or Console
Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Install the electrical connector to the A/T shift lock control. 4. Connect negative battery cable.
Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations >
1-2 Shift Solenoid (1-2 SS) Valve
Shift Solenoid: Locations 1-2 Shift Solenoid (1-2 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations >
1-2 Shift Solenoid (1-2 SS) Valve > Page 7027
Shift Solenoid: Locations 2-3 Shift Solenoid (2-3 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams >
1-2, 3-4 Shift Solenoid Valve Connector, Wiring Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams >
1-2, 3-4 Shift Solenoid Valve Connector, Wiring Harness Side > Page 7030
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement
Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 1-2 shift solenoid (315A).
Installation Procedure
1. Install the 1-2 shift solenoid (315A). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7033
Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 2-3 shift solenoid (315B).
Installation Procedure
1. Install the 2-3 shift solenoid (315B). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7034
Shift Solenoid: Service and Repair Solenoids and Wiring Harness Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Use a small flat-bladed
tool in order to remove the wiring harness from the solenoid valve(s) (315A, 315B, 322, 334, and/or
440), TFP manual
valve position switch (95) and/or the temperature sensor (391).
3. Remove the wiring harness (224). 4. Remove the clips retaining the solenoid(s).
5. Remove the solenoid(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7035
6. Remove the 2-3 shift solenoid (315B).
7. Inspect the wiring harness (224).
Installation Procedure
1. Install the 2-3 shift solenoid (315B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7036
2. Install the solenoid(s). 3. Install the retaining clips.
4. Install the wiring harness (224).
5. Install the wiring harness to the solenoid valve(s) (315A, 315B, 322, 334, and/or 440), TFP
manual valve position switch (395) and/or the
temperature sensor (391).
6. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component
Information > Locations
Torque Converter Clutch Solenoid: Locations
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component
Information > Locations > Page 7040
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component
Information > Locations > Page 7041
Torque Converter Clutch Solenoid: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the torque converter clutch PWM solenoid (334).
Installation Procedure
1. Install the torque converter clutch PWM solenoid (334). 2. Connect the transaxle wiring harness.
3. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Specifications
Fluid Pressure Sensor/Switch: Specifications
TFP Switch to Case 120 ft.lb
TFP Switch to Case Cover 106 in.lb
TFP Switch to Valve Body 70 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Specifications > Page 7047
Fluid Pressure Sensor/Switch: Locations
Internal Electronic Component Locations
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Diagrams > Fluid Pressure Man Vlv Position Switch Connector, Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Diagrams > Fluid Pressure Man Vlv Position Switch Connector, Harness Side > Page 7050
Fluid Pressure Sensor/Switch: Diagrams 4T65-E Automatic Transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Service and Repair > Fluid Pressure Manual Valve Position Switch Replacement
Fluid Pressure Sensor/Switch: Service and Repair Fluid Pressure Manual Valve Position Switch
Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the control valve body bolts (375, 379 and 381) that mount
the fluid pressure manual valve position switch to the control valve body
(300).
4. Carefully remove the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position
switch is very delicate.
5. Inspect the fluid pressure manual valve position switch (395) for the following conditions:
- Damaged electrical connector terminals
- Damaged seals
- Damaged switch membranes
- Debris on the switch membranes
Installation Procedure
1. Carefully install the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position switch
is very delicate.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the control valve body bolts (375, 379, and 381) that mount the fluid pressure manual
valve position switch to the control valve body (300).
- Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.).
- Tighten the control valve body bolt (379) to 16 Nm (106 inch lbs.).
- Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.).
3. Connect the transaxle wiring harness. 4. Install the case side cover. Refer to Case Side Cover
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Service and Repair > Fluid Pressure Manual Valve Position Switch Replacement > Page 7053
Fluid Pressure Sensor/Switch: Service and Repair Pressure Control Solenoid Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the pressure control solenoid (322).
Installation Procedure
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component
Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component
Information > Locations > Page 7057
Park Neutral Position (PNP) Switch C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information >
Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information >
Diagrams > Page 7061
Transmission Speed Sensor: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the input speed sensor clip (441) from the case cover. 4.
Remove the input speed sensor (440) from the case cover.
5. Inspect the input speed sensor (440) for the following conditions:
- Damaged or missing magnet
- Damaged housing
- Bent or missing electrical terminals
- Damaged speed sensor clip (441)
Installation Procedure
1. Install the input speed sensor (440) into the case cover. 2. Install the input speed sensor clip
(441) into the case cover. 3. Connect the transaxle wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information >
Diagrams > Page 7062
4. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Automatic Transaxle Fluid Temperature (TFT) Sensor
Transmission Temperature Sensor/Switch: Locations Automatic Transaxle Fluid Temperature
(TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Automatic Transaxle Fluid Temperature (TFT) Sensor > Page 7067
Transmission Temperature Sensor/Switch: Locations Transaxle Fluid Temperature (TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Page 7068
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Page 7069
Transmission Temperature Sensor/Switch: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement 2. Disconnect the wiring
harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor
(391).
Installation Procedure
1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with
fluid temperature sensor (391). 3. Install the case side cover. Refer to Case Side Cover
Replacement
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component
Information > Technical Service Bulletins > PROM - Powertrain Control Module Reprogramming
PROM - Programmable Read Only Memory: Technical Service Bulletins PROM - Powertrain
Control Module Reprogramming
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-04-053
Date: November, 1999
INFORMATION
Subject: Powertrain Control Module (PCM) Reprogramming (Do Not Reprogram Using the Same
Download Files as Those Already Present in The Control Module)
Models: 1990-2000 Passenger Cars and Trucks with Reprogrammable PCM
It is strongly recommended to NOT reinstall the same software and/or calibration download file(s)
into the powertrain control module as those that are already present in the PCM. There is no
technical reason that the download files inside the PCM would ever become corrupted after the
control module had previously been successfully programmed. A P0601 (Control Module Read
Only Memory) Diagnostic Trouble Code would set in memory and the MIL would be illuminated if
the controller memory became corrupted.
The Techline Information System 2000 (TIS 2000) PC, combined with vehicle information gained
through the Tech 2, can determine when an attempt to reprogram a PCM using the same download
files (as those already in the control module) is being requested. If this is attempted, the TIS 2000
PC currently displays the following message:
Notice:
THE CALIBRATION SELECTED IS THE CURRENT CALIBRATION IN THE CONTROL MODULE.
PROGRAMMING WITH THE SAME DOWNLOAD FILES IS NOT AN EFFECTIVE REPAIR.
SELECT ( YES ) TO CONTINUE PROGRAMMING THE CONTROL MODULE,OR ( NO ) TO
CANCEL.
Effective in the first quarter of 2000, the TIS 2000 PC will indicate:
Important:
THE CALIBRATION SELECTED IS ALREADY THE CURRENT CALIBRATION IN THE CONTROL
MODULE. REPROGRAMMING WITH THE SAME DOWNLOAD FILE IS NOT ALLOWED.
Certain learned values, such as: (but not limited to)
^ fuel trim (previously known as block learn memory),
^ IAC learned position in various park/neutral and air conditioning on/off combinations,
^ certain OBDII diagnostic thresholds,
^ automatic transmission shift adapts
will revert back to their unlearned starting point values after a reprogramming event occurs.
It is feasible that the engine or transmission might temporarily operate differently after a
reprogramming event, until these values are re-learned. Relearning occurs while operating the
vehicle through normal driving routines. If the same download files are simply reinstalled, any
changes noticed in engine operation will likely disappear in a short amount of time and/or driving
distance.
Reprogramming the control module with the same download files that already exist in the module
will only accomplish a warranty claim for a non-effective repair, and a likely comeback.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Powertrain Management > PROM - Programmable Read Only Memory > Component
Information > Technical Service Bulletins > PROM - Powertrain Control Module Reprogramming > Page 7074
PROM - Programmable Read Only Memory: Technical Service Bulletins PCM/BCM Replacement DTC's B001/B1271/B1780 Set
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-03-010A
Date: June, 2001
INFORMATION
Subject: DTCs B1001, B1271 or B1780 Set When Replacing/Reprogramming Other Modules
Models: 1999-2002 All Passenger Cars and Trucks With Class 2 Serial Data Communication
Between Modules
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
99-06-03-010 (Section 06 - Engine/propulsion System).
Class 2 Serial Data Communication allows control modules (i.e. the Powertrain Control Module
(PCM), the Body Control Module (BCM), the Dash Integration Module (DIM), the Instrument Panel
Cluster (IPC), the radio, the Heating, Ventilation and Air Conditioning (HVAC) Controller, and the
Sensing and Diagnostic Module (SDM) to exchange information. This information may be
operational information or identification information. Among the identification information
exchanged and compared within these modules is the Vehicle Identification Number (VIN).
Typically, the PCM broadcasts a portion of the VIN, while another module broadcasts another
portion of the VIN. This information is compared by the SDM in order to ensure installation is in the
correct vehicle. When the broadcast VIN does not match the VIN stored within the SDM, the
following actions occur:
^ DTC B1001 Option Configuration Error is set and deployment of the airbags is inhibited.
^ The VIN information is also used by the radio in order to prevent theft. When the broadcast VIN
does not match the VIN stored within the radio, a DTC B1271 ora DTC B1780 Theft Locked is set
and the radio is inoperative.
This situation may occur when a vehicle is being repaired. When a PCM or a body control type
module is replaced, the VIN information must be programmed into the replaced (new) control
module. A module which has had VIN information entered into it (for example, one taken from
another vehicle) cannot be reprogrammed. VIN information can only be entered into new modules.
The ignition must be ON in order to program the control module. Since the VIN information is
broadcast when the ignition goes to ON from any other ignition switch position, DTCs may be set in
the SDM and/or the radio. Therefore, always follow the specified control module replacement
procedures.
1. After completing the repair, turn OFF the ignition for at least 30 seconds.
2. Turn ON the ignition and check for DTCs using a scan tool.
If DTCs B1001, B1271, or B178C are present with a history status, DO NOT REPLACE THE SDM
OR THE RADIO.
3. Clear the DTCs from all modules using the scan tool. The SDM and/or the radio should then
operate properly.
4. Ensure the proper operation of the SDM by turning OFF the ignition and then turning ON the
ignition. The air bag warning indicator should flash seven times and then go OFF.
Refer to Corporate Bulletin Number 99-09-41-001 for additional information regarding proper
reprogramming of the new/replaced module.
Clearing codes from the other modules is part of the replacement and reprogramming procedure
for the replaced module. The repair is not complete unless all codes have been cleared from all
modules.
DO NOT SUBMIT CLAIMS FOR OTHER MODULE REPLACEMENTS OR REPROGRAMMING.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: Customer Interest A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's
Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7086
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7087
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7088
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control
Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control
Solenoid Replacement > Page 7094
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7099
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7100
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Technical Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7101
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control
Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> All Other Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control
Solenoid Replacement > Page 7107
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Page 7108
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Page 7109
Pressure Regulating Solenoid: Description and Operation
Pressure Control Solenoid Valve
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls
transmission line pressure based on current flow through its coil windings. As current flow is
increased, the magnetic field which is produced by the coil moves the solenoid's plunger further
away from the exhaust port. Opening the exhaust port decreases the output fluid pressure, which is
regulated by the PC solenoid valve. This ultimately decreases line pressure. The PCM controls the
PC solenoid valve based upon various inputs including throttle position, fluid temperature, MAP
sensor, and gear state.
The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz
(cycles per second). Duty cycle is defined as the percentage of time when current flows through the
solenoid coil during each cycle. A higher duty cycle provides a greater current flow through the
solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the
PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average
current, and continuously varies the PC solenoid valve duty cycle in order to maintain the correct
average current flowing through the PC solenoid valve.
The PC solenoid valve resistance should measure between 3-5 ohms when measured at 20°C
(68°F).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Page 7110
Pressure Regulating Solenoid: Service and Repair
Pressure Control Solenoid Valve Replacement
Removal
1. Remove the case side cover. Refer to Control Valve Body Cover Replacement . 2. Disconnect
the transaxle wiring harness.
3. Remove the pressure control solenoid (322).
Installation
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover.
Important: It is recommended that transmission adaptive pressure (TAP) information be reset.
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, The
ECM, PCM or TCM will need to relearn TAP values. Transmission performance may be affected as
new TAP values are learned.
4. Reset the TAP values. Refer to Adapt Function.
Adapt Function
The 4T65-E transmission uses a line pressure control system, that has the ability to adapt line
pressure to compensate for normal wear of the following parts:
- The clutch fiber plates
- The springs and seals
- The apply bands
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins
> Page 7111
The PCM maintains information for the following transmission adaptive systems:
Upshift Adapts (1-2, 2-3 and 3-4)
The PCM monitors the automatic transmission input shaft speed (AT ISS) sensor and the vehicle
speed sensor (VSS) in order to determine when an upshift has started and completed. The PCM
measures the time for the upshift. If the upshift time is longer than a calibrated value, then the PCM
will adjust the current to the pressure control (PC) solenoid valve to increase the line pressure for
the next shift in the same torque range. If the upshift time is shorter than the calibrated value, then
the PCM will decrease the line pressure for the next shift in the same torque range.
Steady State Adapts
The PCM monitors the AT ISS sensor and the VSS after an upshift in order to determine the
amount of clutch slippage. If excessive slippage is detected, then the PCM will adjust the current to
the PC solenoid valve in order to increase the line pressure to maintain the proper gear ratio for the
commanded gear.
The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 16.
Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and
TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell values to display zero or
negative numbers. This indicates that the PCM has adjusted line pressure at or below the
calibrated base pressure.
Clearing Transmission Adaptive Pressure (TAP)
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift
times. It is not recommended that TAP information be reset unless one of the following repairs has
been made:
- Transmission overhaul or replacement
- Repair or replacement of an apply or release component (clutch, band, piston, servo)
- Repair or replacement of a component or assembly which directly affects line pressure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service and Repair
Shift Interlock Solenoid: Service and Repair
Removal Procedure
1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging. 2. Remove the center console. Refer to Console Replacement
- Front Floor (Impala) or Console Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Disconnect electrical connector from the A/T shift lock control (2).
4. Remove both ends of the Automatic Transmission Shift Lock Control from pivot points (1).
Installation Procedure
1. Install the A/T shift lock control upper clip onto upper pivot point, and lower clip onto the lower
pivot point.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service and Repair > Page 7115
2. Install the center console. Refer to Console Replacement - Front Floor (Impala) or Console
Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Install the electrical connector to the A/T shift lock control. 4. Connect negative battery cable.
Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations > 1-2 Shift Solenoid (1-2 SS)
Valve
Shift Solenoid: Locations 1-2 Shift Solenoid (1-2 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations > 1-2 Shift Solenoid (1-2 SS)
Valve > Page 7120
Shift Solenoid: Locations 2-3 Shift Solenoid (2-3 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams > 1-2, 3-4 Shift Solenoid Valve
Connector, Wiring Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams > 1-2, 3-4 Shift Solenoid Valve
Connector, Wiring Harness Side > Page 7123
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid
Valve Replacement
Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 1-2 shift solenoid (315A).
Installation Procedure
1. Install the 1-2 shift solenoid (315A). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid
Valve Replacement > Page 7126
Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 2-3 shift solenoid (315B).
Installation Procedure
1. Install the 2-3 shift solenoid (315B). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid
Valve Replacement > Page 7127
Shift Solenoid: Service and Repair Solenoids and Wiring Harness Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Use a small flat-bladed
tool in order to remove the wiring harness from the solenoid valve(s) (315A, 315B, 322, 334, and/or
440), TFP manual
valve position switch (95) and/or the temperature sensor (391).
3. Remove the wiring harness (224). 4. Remove the clips retaining the solenoid(s).
5. Remove the solenoid(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid
Valve Replacement > Page 7128
6. Remove the 2-3 shift solenoid (315B).
7. Inspect the wiring harness (224).
Installation Procedure
1. Install the 2-3 shift solenoid (315B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid
Valve Replacement > Page 7129
2. Install the solenoid(s). 3. Install the retaining clips.
4. Install the wiring harness (224).
5. Install the wiring harness to the solenoid valve(s) (315A, 315B, 322, 334, and/or 440), TFP
manual valve position switch (395) and/or the
temperature sensor (391).
6. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations
Torque Converter Clutch Solenoid: Locations
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 7133
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Actuators and Solenoids - Transmission and Drivetrain >
Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 7134
Torque Converter Clutch Solenoid: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the torque converter clutch PWM solenoid (334).
Installation Procedure
1. Install the torque converter clutch PWM solenoid (334). 2. Connect the transaxle wiring harness.
3. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer
Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: Customer Interest A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's
Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer
Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7145
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer
Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7146
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Customer
Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7147
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical
Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid
Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical
Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid
Replacement > Page 7153
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical
Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical
Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7158
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical
Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7159
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical
Service Bulletins for Pressure Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7160
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Other
Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid
Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > All Other
Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid
Replacement > Page 7166
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7167
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7168
Pressure Regulating Solenoid: Description and Operation
Pressure Control Solenoid Valve
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls
transmission line pressure based on current flow through its coil windings. As current flow is
increased, the magnetic field which is produced by the coil moves the solenoid's plunger further
away from the exhaust port. Opening the exhaust port decreases the output fluid pressure, which is
regulated by the PC solenoid valve. This ultimately decreases line pressure. The PCM controls the
PC solenoid valve based upon various inputs including throttle position, fluid temperature, MAP
sensor, and gear state.
The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz
(cycles per second). Duty cycle is defined as the percentage of time when current flows through the
solenoid coil during each cycle. A higher duty cycle provides a greater current flow through the
solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the
PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average
current, and continuously varies the PC solenoid valve duty cycle in order to maintain the correct
average current flowing through the PC solenoid valve.
The PC solenoid valve resistance should measure between 3-5 ohms when measured at 20°C
(68°F).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7169
Pressure Regulating Solenoid: Service and Repair
Pressure Control Solenoid Valve Replacement
Removal
1. Remove the case side cover. Refer to Control Valve Body Cover Replacement . 2. Disconnect
the transaxle wiring harness.
3. Remove the pressure control solenoid (322).
Installation
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover.
Important: It is recommended that transmission adaptive pressure (TAP) information be reset.
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, The
ECM, PCM or TCM will need to relearn TAP values. Transmission performance may be affected as
new TAP values are learned.
4. Reset the TAP values. Refer to Adapt Function.
Adapt Function
The 4T65-E transmission uses a line pressure control system, that has the ability to adapt line
pressure to compensate for normal wear of the following parts:
- The clutch fiber plates
- The springs and seals
- The apply bands
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7170
The PCM maintains information for the following transmission adaptive systems:
Upshift Adapts (1-2, 2-3 and 3-4)
The PCM monitors the automatic transmission input shaft speed (AT ISS) sensor and the vehicle
speed sensor (VSS) in order to determine when an upshift has started and completed. The PCM
measures the time for the upshift. If the upshift time is longer than a calibrated value, then the PCM
will adjust the current to the pressure control (PC) solenoid valve to increase the line pressure for
the next shift in the same torque range. If the upshift time is shorter than the calibrated value, then
the PCM will decrease the line pressure for the next shift in the same torque range.
Steady State Adapts
The PCM monitors the AT ISS sensor and the VSS after an upshift in order to determine the
amount of clutch slippage. If excessive slippage is detected, then the PCM will adjust the current to
the PC solenoid valve in order to increase the line pressure to maintain the proper gear ratio for the
commanded gear.
The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 16.
Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and
TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell values to display zero or
negative numbers. This indicates that the PCM has adjusted line pressure at or below the
calibrated base pressure.
Clearing Transmission Adaptive Pressure (TAP)
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift
times. It is not recommended that TAP information be reset unless one of the following repairs has
been made:
- Transmission overhaul or replacement
- Repair or replacement of an apply or release component (clutch, band, piston, servo)
- Repair or replacement of a component or assembly which directly affects line pressure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service and Repair
Shift Interlock Solenoid: Service and Repair
Removal Procedure
1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging. 2. Remove the center console. Refer to Console Replacement
- Front Floor (Impala) or Console Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Disconnect electrical connector from the A/T shift lock control (2).
4. Remove both ends of the Automatic Transmission Shift Lock Control from pivot points (1).
Installation Procedure
1. Install the A/T shift lock control upper clip onto upper pivot point, and lower clip onto the lower
pivot point.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service and Repair > Page 7174
2. Install the center console. Refer to Console Replacement - Front Floor (Impala) or Console
Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Install the electrical connector to the A/T shift lock control. 4. Connect negative battery cable.
Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations > 1-2 Shift Solenoid (1-2 SS) Valve
Shift Solenoid: Locations 1-2 Shift Solenoid (1-2 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations > 1-2 Shift Solenoid (1-2 SS) Valve > Page
7179
Shift Solenoid: Locations 2-3 Shift Solenoid (2-3 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams > 1-2, 3-4 Shift Solenoid Valve Connector,
Wiring Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams > 1-2, 3-4 Shift Solenoid Valve Connector,
Wiring Harness Side > Page 7182
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid Valve
Replacement
Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 1-2 shift solenoid (315A).
Installation Procedure
1. Install the 1-2 shift solenoid (315A). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid Valve
Replacement > Page 7185
Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 2-3 shift solenoid (315B).
Installation Procedure
1. Install the 2-3 shift solenoid (315B). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid Valve
Replacement > Page 7186
Shift Solenoid: Service and Repair Solenoids and Wiring Harness Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Use a small flat-bladed
tool in order to remove the wiring harness from the solenoid valve(s) (315A, 315B, 322, 334, and/or
440), TFP manual
valve position switch (95) and/or the temperature sensor (391).
3. Remove the wiring harness (224). 4. Remove the clips retaining the solenoid(s).
5. Remove the solenoid(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid Valve
Replacement > Page 7187
6. Remove the 2-3 shift solenoid (315B).
7. Inspect the wiring harness (224).
Installation Procedure
1. Install the 2-3 shift solenoid (315B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and Repair > 1-2 Shift Solenoid Valve
Replacement > Page 7188
2. Install the solenoid(s). 3. Install the retaining clips.
4. Install the wiring harness (224).
5. Install the wiring harness to the solenoid valve(s) (315A, 315B, 322, 334, and/or 440), TFP
manual valve position switch (395) and/or the
temperature sensor (391).
6. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations
Torque Converter Clutch Solenoid: Locations
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 7192
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Actuators and
Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component Information > Locations > Page 7193
Torque Converter Clutch Solenoid: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the torque converter clutch PWM solenoid (334).
Installation Procedure
1. Install the torque converter clutch PWM solenoid (334). 2. Connect the transaxle wiring harness.
3. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Accumulator, A/T >
Component Information > Specifications
Accumulator: Specifications
Accumulator Cover to Case .................................................................................................................
.................................................................... 106 lb in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Accumulator, A/T >
Component Information > Specifications > Page 7197
Accumulator: Service and Repair
Removal Procedure
1. Raise and support the vehicle. Vehicle Lifting. 2. Remove the oil pan. Refer to Oil Pan
Replacement. 3. Remove the filter. Refer to Oil Filter and Seal Replacement. 4. Remove the
accumulator attaching bolts (131) from the accumulator (132). 5. Remove the manual 2-1 band
servo cover bolts (103) from the 2-1 band servo (104).
6. Remove the lube oil pipe (130) from the front differential carrier internal gear lube hole. 7.
Remove the accumulator (132) and the manual 2-1 band servo cover (104) as a assembly.
8. Remove the manual 2-1 band servo (106-116).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Accumulator, A/T >
Component Information > Specifications > Page 7198
9. To disassemble, inspect and service the accumulator and 2 - 1 manual servo, refer to Refer to
Transmission Unit Repair.
Installation Procedure
1. Install the manual 2-1 band servo (106-116).
2. Install the lube oil pipe (130) to the front differential carrier internal gear lube hole. 3. Position the
manual 2-1 band servo cover (104) and accumulator (132) into place.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the manual 2-1 band servo cover bolts (1103).
- Tighten the manual 2-1 band servo cover bolts (103) to 25 Nm (18 ft. lbs.).
5. Install the accumulator attaching bolts (131).
- Tighten the accumulator attaching bolts (131) to 12 Nm (106 inch lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Accumulator, A/T >
Component Information > Specifications > Page 7199
6. Install the filter. Refer to Oil Filter and Seal Replacement. 7. Install the oil pan. Refer to Oil Pan
Replacement. 8. Lower the vehicle. 9. Refill the automatic transmission with automatic
transmission fluid. Refer to Transmission Fluid Checking Procedure.
10. Inspect the automatic transmission for leaks.
Refer to Fluid Leak Diagnosis.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Technical Service Bulletins > Customer Interest for Band Apply Servo: > 04-07-30-028A > Jan
> 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover
Band Apply Servo: Customer Interest A/T - 4T65-E Fluid Leaks From Reverse Servo Cover
Bulletin No.: 04-07-30-028A
Date: January 12, 2006
TECHNICAL
Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse
Servo Cover Seal)
Models: 2005 and Prior Cars and Light Duty Trucks
with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to announce an improved reverse servo cover seal is available from
GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover
when replacing the seal. The 2005 model year vehicles are also being added. Please discard
Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be
noted during the Pre-delivery Inspection (PDI).
Cause
A possible cause of a transmission fluid leak usually only during cold ambient temperatures below
-6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in
cold ambient temperatures causing a transmission fluid leak.
Correction
Follow the diagnosis and repair procedure below to correct this condition.
1. Diagnose the source of the fluid leak.
2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo
cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service
Manual.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Technical Service Bulletins > Customer Interest for Band Apply Servo: > 04-07-30-028A > Jan
> 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover > Page 7208
3. Clean the area around and below the cover.
4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the
appropriate Service Manual.
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Technical Service Bulletins > All Technical Service Bulletins for Band Apply Servo: >
04-07-30-028A > Jan > 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover
Band Apply Servo: All Technical Service Bulletins A/T - 4T65-E Fluid Leaks From Reverse Servo
Cover
Bulletin No.: 04-07-30-028A
Date: January 12, 2006
TECHNICAL
Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse
Servo Cover Seal)
Models: 2005 and Prior Cars and Light Duty Trucks
with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to announce an improved reverse servo cover seal is available from
GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover
when replacing the seal. The 2005 model year vehicles are also being added. Please discard
Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be
noted during the Pre-delivery Inspection (PDI).
Cause
A possible cause of a transmission fluid leak usually only during cold ambient temperatures below
-6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in
cold ambient temperatures causing a transmission fluid leak.
Correction
Follow the diagnosis and repair procedure below to correct this condition.
1. Diagnose the source of the fluid leak.
2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo
cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service
Manual.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Technical Service Bulletins > All Technical Service Bulletins for Band Apply Servo: >
04-07-30-028A > Jan > 06 > A/T - 4T65-E Fluid Leaks From Reverse Servo Cover > Page 7214
3. Clean the area around and below the cover.
4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the
appropriate Service Manual.
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Technical Service Bulletins > Page 7215
Band Apply Servo: Specifications
2-1 Servo to Case 18 ft.lb
Forward Band Servo Cover to Case 106 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Service and Repair > Reverse Servo Replacement
Band Apply Servo: Service and Repair Reverse Servo Replacement
Removal Procedure
1. Remove the throttle body air inlet duct. Refer to Powertrain Management. 2. Remove the
automatic transmission range selector cable lever from the manual shaft. Refer to Automatic
Transmission Range Selector Cable
Lever Replacement.
3. Depress the reverse servo cover (40). 4. Remove the snap ring (39).
5. Pull the O-ring seal (41) out through the slot in the case. 6. Use side cutting pliers in order to cut
the servo cover O-ring seal (41). 7. Depress the reverse servo cover (40), grasp one end of the cut
seal (41) and pull the seal (41) out of the servo cover (40).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Service and Repair > Reverse Servo Replacement > Page 7218
8. Remove the reverse servo cover (40). 9. Remove the servo assembly (42-48).
10. Remove the servo spring (49).
Installation Procedure
Important: Follow this procedure exactly or the transaxle will have no reverse gear due to the servo
pin missing the band.
1. Jack up the driver side (channel plate side) of the car until it is higher than the differential side.
This ensures that the reverse band is in the proper
location and not cocked to the channel plate side of the case.
2. Install the servo spring (49). 3. Install the servo assembly (42-48). 4. Install the reverse servo
cover (40) with new O-ring seal (41). 5. Install the snap ring (39). 6. Install the automatic
transmission range selector cable lever to the manual shaft. Refer to Automatic Transmission
Range Selector Cable Lever
Replacement
7. Install the throttle body air inlet duct. Refer to Powertrain Management.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Service and Repair > Reverse Servo Replacement > Page 7219
Band Apply Servo: Service and Repair Forward Servo Replacement
Removal Procedure
- Tools Required J 28467-A Engine Support Fixture
- J 28467-90 Engine Support Adapter
- J 36462 Support Adapter Leg Set
1. Install the J 28467-A. 2. Install the J 28467-90. 3. Install the J 36462. 4. Raise and support the
vehicle. Refer to Vehicle Lifting. 5. Remove the power steering gear and hang from the exhaust
pipe. Refer to Power Steering Gear Replacement in Steering and Suspension. 6. Remove the
transaxle mount lower bolts. Refer to Automatic Transmission Mount Replacement. 7. Remove the
engine mount lower bolts. 8. Remove the power steering cooler pipe from the right side of the
frame. Refer to Power Steering Cooler Pipe/Hose Replacement in Steering and
Suspension.
9. Support the rear of the frame.
10. Loosen the frame bolts. Refer to Frame Removal in Body and Frame. 11. Adjust the jackstand
to lower the rear of the frame. 12. Position a drain pan under the forward servo cover. 13. Remove
the bolts attaching the servo cover to the transaxle case. 14. Remove the forward servo cover. 15.
Remove the forward servo cover O-ring. 16. Remove the servo piston assembly. 17. Remove the
servo spring.
Installation Procedure
1. Install the servo spring.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Band Apply Servo, A/T
> Component Information > Service and Repair > Reverse Servo Replacement > Page 7220
2. Install the servo piston assembly. 3. Install the forward servo cover O-ring. 4. Install the forward
servo cover.
Notice: Refer to Fastener Notice in Service Precautions.
5. Install the forward servo cover attaching bolts.
- Tighten the forward servo cover attaching bolts to 12 Nm (106 inch lbs.).
6. Remove the drain pan from under the forward servo cover. 7. Raise the rear of the frame. 8.
Install the frame bolts. Refer to Frame Removal in Body and Frame. 9. Remove the support from
the rear of the frame. 8. Secure the left wheel drive shaft to the left steering knuckle and strut. 9.
Using J 6125-B with J 6125-1B and J 23129, remove the wheel drive shaft oil seal (409) from the
transmission (401).
Installation Procedure
- Tools Required J 34115 Left Side Axle Seal Installer
- J 37292-B Axle Seal Protector
1. Use a light wipe of transaxle fluid to lubricate the seal lip. 2. Install the J 37292-B into the new
seal (409). 3. Using the J 34115 install a new seal (409).
Important: Carefully guide the axle shaft past the lip seal. Do NOT allow the shaft splines to contact
any portion of the seal lip surface or damage to the seal will occur.
4. Install the wheel drive shaft to the transaxle. 5. Remove the J 37292-B. 6. Install the left lower
ball joint to the lower control arm. Refer to Lower Ball Joint Replacement in Steering and
Suspension. 7. Install the left tie rod end to the left steering knuckle. Refer to Tie Rod End
Replacement Outer in Steering and Suspension. 8. Install the left stabilizer shaft link to the left
lower control arm. Refer to Stabilizer Shaft Link Replacement in Steering and Suspension. 9. Install
the left engine splash shield. Refer to Splash Shield Replacement - Engine (Right) or Splash Shield
Replacement - Engine (Left) in Body
and Frame.
10. Install the left front tire and wheel assembly. Refer to Tire and Wheel Removal and Installation
in Wheels, Tires and Alignment 11. Lower the vehicle. 12. Refill the automatic transmission with
automatic transmission fluid. Refer to Transmission Fluid Checking Procedure. 13. Inspect for
automatic transmission fluid leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T >
Component Information > Technical Service Bulletins > A/T - Cracked Case Diagnosis
Case: Technical Service Bulletins A/T - Cracked Case Diagnosis
Bulletin No.: 02-07-30-024B
Date: August 18, 2005
INFORMATION
Subject: Diagnosis of Cracked or Broken Transmission Case
Models: 2006 and Prior Cars and Light Duty Trucks 2006 and Prior HUMMER H2 2006 HUMMER
H3 2005-2006 Saab 9-7X
with 4L60/4L60-E/4L65-E or 4L80-E/4L85-E or Allison(R) Series 1000 Automatic Transmission
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 02-07-30-024A (Section 07 - Transmission/Transaxle).
Diagnosing the cause of a cracked or broken transmission case requires additional diagnosis and
repair or a repeat failure will occur.
A cracked or broken transmission case is most often the result of abnormal external torsional
forces acting on the transmission case. If none of the conditions listed below are apparent, an
internal transmission component inspection may be required. Repairs of this type may be the result
of external damage or abuse for which General Motors is not responsible. They are not the result of
defects in materials or workmanship. If in doubt, contact your General Motors Service
Representative.
The following items should be considered:
^ It is important to inspect the vehicle for signs of an out of line condition, impact damage or foreign
material to the following components:
- The transmission
- The engine mounts
- The transmission rear mount and crossmember
- Vehicle frame damage that alters the front to rear alignment of the driveshaft
- The driveshafts (both front and rear)
- The wheels (caked with mud, concrete, etc.)
- The tires (roundness, lack of cupping, excessive balance weights)
- The transfer case (if the vehicle is 4WD)
^ A worn or damaged driveshaft U-Joint has shown to be a frequent cause of transmission case
cracking, especially on vehicles that see extended periods of highway driving. Always inspect the
U-joint condition when diagnosing this condition.
^ For driveshaft damage or imbalance, Inspect the driveshafts (both front and rear) for dents,
straightness/runout or signs of missing balance weights. Also, inspect for foreign material such as
undercoat sprayed on the driveshaft.
^ The driveshaft working angles may be excessive or non-canceling, especially if the vehicle
carrying height has been altered (lifted or lowered) or if the frame has been extended or modified.
^ Damaged or worn upper or lower rear control arms or bushings.
^ A rear axle that is not seated in the rear spring properly (leaf spring vehicles).
^ Broken rear springs and or worn leaf spring bushings.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T >
Component Information > Technical Service Bulletins > A/T - Cracked Case Diagnosis > Page 7225
In some cases, the customer may not comment about a vibration but it is important to test drive the
vehicle while using the electronic vibration analysis tool in an attempt to locate the cause of the
torsional vibration. Refer to the Vibration Diagnosis and Correction sub-section of the appropriate
Service Manual for more details on diagnosing and correcting vibrations.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T >
Component Information > Technical Service Bulletins > Page 7226
Case: Specifications Tightening Specifications
Tightening Specifications
Case Cover to Case 106 in.lb
Case Cover to Driven Sprocket Support 18 ft.lb
Case Cover to Driven Sprocket 106 in.lb
Case Side Cover to Case 18 ft.lb
Case Side Cover to Case (Stud) 18 ft.lb
Case Side Cover to Case (Torx Special) 18 ft.lb
Detent Spring to Case Cover 106 in.lb
Pump Cover to Case Cover 106 in.lb
Case to Drive Sprocket Support 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T >
Component Information > Service and Repair > Case Cover
Case: Service and Repair Case Cover
Removal Procedure
- Tools Required J 28467-A Engine Support Fixture
- J 28467-90 Engine Support Adapter
- J 36462 Engine Support Adapter Leg Set
1. Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging. 2. Remove the throttle body air inlet duct. Refer to Powertrain
Management. 3. Install the J 28467-A. 4. Install the J 28467-90. 5. Install the J 36462. 6. Remove
the engine mount struts. Refer to Engine Mount Strut Replacement (Left) or Engine Mount Strut
Replacement (Right) in Engine. 7. Raise and support the vehicle. Refer to Vehicle Lifting. 8.
Remove the left front wheel. Refer to Tire and Wheel Removal and Installation in Wheels, Tires
and Alignment. 9. Remove the left engine splash shield. Refer to Splash Shield Replacement Engine (Right) or Splash Shield Replacement - Engine (Left) in Body
and Frame.
10. Remove the stabilizer shaft links from the lower control arms. Refer to Stabilizer Shaft Link
Replacement in Steering and Suspension. 11. Remove the left tie rod end from the steering
knuckle. Refer to Tie Rod End Replacement Outer in Steering and Suspension. 12. Remove the
wheel speed sensor harness connector. Refer to Wheel Speed Sensor Replacement (Front) or
Wheel Speed Sensor Replacement
(Rear) in ABS.
13. Separate the left lower ball joint stud from the left lower control arm. Refer to Lower Ball Joint
Replacement in Steering and Suspension. 14. Remove the left wheel drive shaft from the
transaxle. 15. Secure the wheel drive shaft to the steering knuckle/strut.
Caution: Failure to disconnect the intermediate shaft from the rack and pinion stub shaft can result
in damage to the steering gear and/or damage to the intermediate shaft. This damage may cause
loss of steering control which could result in personal injury.
16. Remove the intermediate steering shaft from the power steering gear stub shaft. Refer to
Intermediate Steering Shaft Replacement in Steering and
Suspension.
17. Disconnect the three-way catalytic converter pipe from the right (rear) exhaust manifold. Refer
to Catalytic Converter Replacement in Engine
Exhaust.
18. Support the frame. 19. Remove the transaxle mount bracket. Refer to Automatic Transmission
Mount Bracket Replacement. 20. Remove the transaxle mount. Refer to Automatic Transmission
Mount Replacement 21. Loosen the engine mount lower nuts. Refer to Powertrain Management.
22. Loosen the right side frame to body bolts. Refer to Frame Removal in Body and Frame. 23.
Remove the left side frame to body bolts. Refer to Frame Removal in Body and Frame. 24. Adjust
the jackstand to lower the left side of the frame. 25. Position the drain pan under the transaxle. 26.
Remove the automatic transmission wiring harness connector.
27. Remove the case side cover bolts (56-58).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T >
Component Information > Service and Repair > Case Cover > Page 7229
28. Remove the case side cover pan (53). 29. Remove the case side cover gasket (54). 30.
Remove the case side cover to automatic transmission case seal (59). 31. Clean the case. 32.
Clean the side cover gasket surfaces.
Installation Procedure
- Tools Required J 28467-A Engine Support Fixture
- J 28467-90 Engine Support Adapter
- J 36462 Engine Support Adapter Leg Set
1. Install the case side cover gasket (54). 2. Install the case side cover to automatic transmission
case seal (59). 3. Install the case side cover pan (53).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T >
Component Information > Service and Repair > Case Cover > Page 7230
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the case side cover bolts (56-58).
- Tighten the case side cover bolts (56-58) to 25 Nm (18 ft. lbs.).
5. Remove the drain pan from under the transaxle. 6. Install the wiring harness connector. 7. Adjust
the jackstand to raise the left side of the frame. 8. Install the left side frame to body bolts. Refer to
Frame Removal in Body and Frame. 9. Install the right side frame to body bolts. Refer to Frame
Removal in Body and Frame.
10. Install the engine mount lower nuts. Refer to Engine Mount and Bracket Replacement in
Engine. 11. Install the transaxle mount. Refer to Automatic Transmission Mount Replacement. 12.
Install the transaxle mount bracket. Refer to Automatic Transmission Mount Bracket Replacement
13. Remove the jackstand support from the right side of the frame. 14. Remove the jackstand
support from the left side of the frame. 15. Connect the three-way catalytic converter pipe to the
right (rear) exhaust manifold. Refer to Catalytic Converter Replacement in Engine Exhaust.
Caution: When installing the intermediate shaft make sure that the shaft is seated prior to pinch bolt
installation. If the pinch bolt is inserted into the coupling before shaft installation, the two mating
shafts may disengage. Disengagement of the two mating shafts will cause loss of steering control
which could result in personal injury.
16. Install the intermediate steering shaft to the power steering gear stub shaft. Refer to
Intermediate Steering Shaft Replacement in Steering and
Suspension.
17. Install the left wheel drive shaft to the transaxle. 18. Install the left lower ball joint stud to the left
lower control arm. Refer to Lower Ball Joint Replacement in Steering and Suspension. 19. Install
the wheel speed sensor harness connector. Refer to Wheel Speed Sensor Replacement (Front) or
Wheel Speed Sensor Replacement (Rear)
in ABS.
20. Install the left tie rod end to the steering knuckle. Refer to Tie Rod End Replacement - Outer in
Steering and Suspension. 21. Install the stabilizer shaft brackets to the lower control arms. Refer to
Stabilizer Shaft Link Replacement in Steering and Suspension. 22. Install the left engine splash
shield. Refer to Splash Shield Replacement - Engine (Left) in Body and Frame. 23. Install the left
front wheel. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 24.
Lower the vehicle. 25. Install the engine mount struts. Refer to Engine Mount Strut Replacement in
Engine. 26. Remove J 36462. 27. Remove J 28467-90. 28. Remove J 28467-A. 29. Connect the
battery negative cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting
and Charging.
Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid,
shift complaints, and possible damage to the transaxle.
30. Fill the transmission with automatic transmission fluid. Refer to Transmission Fluid Checking
Procedure. 31. Inspect for proper completion of the repairs. 32. Inspect for automatic transmission
fluid leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Case, A/T >
Component Information > Service and Repair > Case Cover > Page 7231
Case: Service and Repair Breather
Removal Procedure
1. Remove the throttle body air inlet duct. Refer to Powertrain Management. 2. Remove the
transaxle vent (press fit) (37) from the automatic transmission.
Installation Procedure
1. Install the transaxle vent (press fit) (37) to the automatic transmission. 2. Install the throttle body
air inlet duct. Refer to Powertrain Management.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > Customer Interest: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid
Leaking From A/T Vent
Channel Plate: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent
TECHNICAL
Bulletin No.: 01-07-30-032E
Date: September 29, 2008
Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover
(Channel Plate) Gasket)
Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn)
with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate
Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a transmission oil leak.
Cause
This condition may be caused by an improperly torqued channel plate gasket.
Correction
To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to
Unit Repair publication in SI of the appropriate vehicle being serviced.
Visual inspection of the upper gasket (1) will reveal damage at the referenced area.
Parts Information
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > Customer Interest: > 01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid
Leaking From A/T Vent > Page 7240
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-007A > Feb > 02 > A/T - 4T65E, MIL
ON/Whine Noise In PARK/NEUTRAL
Channel Plate: Customer Interest A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-007A > Feb > 02 > A/T - 4T65E, MIL
ON/Whine Noise In PARK/NEUTRAL > Page 7245
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Channel Plate: > 01-07-30-036H
> Jan > 09 > A/T Control - DTC P0756 Diagnostic Tips
Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips
INFORMATION
Bulletin No.: 01-07-30-036H
Date: January 29, 2009
Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start
Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70)
Supercede:
This bulletin is being revised to add the 2009 model year and add details regarding spacer plates.
Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle).
Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve
Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service
Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may
also describe a condition of a second, third or fourth gear start that may have the same causes but
has not set this DTC yet. Below are some tips when diagnosing this DTC:
^ This is a performance code. This means that a mechanical malfunction exists.
^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical
connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set.
^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the
spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is
important to remove the spacer plate and inspect orifice # 29 and the immediate area for the
presence of chips/debris. Also, the transmission case passage directly above this orifice and the
valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003
and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a
bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens
can help to prevent plugging of orifice # 29 caused by small debris or chips.
^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the
2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the
valves, the bore and the valve body passages.
^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer
to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on
parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition.
Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found
to be cracked, broken or leaking.
It is important to also refer to the appropriate Service Manual or Service Information (SI) for further
possible causes of this condition.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Channel Plate: > 01-07-30-032E
> Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent
Channel Plate: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent
TECHNICAL
Bulletin No.: 01-07-30-032E
Date: September 29, 2008
Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover
(Channel Plate) Gasket)
Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn)
with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate
Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a transmission oil leak.
Cause
This condition may be caused by an improperly torqued channel plate gasket.
Correction
To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to
Unit Repair publication in SI of the appropriate vehicle being serviced.
Visual inspection of the upper gasket (1) will reveal damage at the referenced area.
Parts Information
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Channel Plate: > 01-07-30-032E
> Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent > Page 7255
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Channel Plate: > 00-07-30-007A
> Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
Channel Plate: All Technical Service Bulletins A/T - 4T65E, MIL ON/Whine Noise In
PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Channel Plate: > 00-07-30-007A
> Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL > Page 7260
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Channel Plate, A/T >
Component Information > Technical Service Bulletins > All Other Service Bulletins for Channel Plate: > 01-07-30-036H >
Jan > 09 > A/T Control - DTC P0756 Diagnostic Tips
Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips
INFORMATION
Bulletin No.: 01-07-30-036H
Date: January 29, 2009
Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start
Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70)
Supercede:
This bulletin is being revised to add the 2009 model year and add details regarding spacer plates.
Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle).
Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve
Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service
Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may
also describe a condition of a second, third or fourth gear start that may have the same causes but
has not set this DTC yet. Below are some tips when diagnosing this DTC:
^ This is a performance code. This means that a mechanical malfunction exists.
^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical
connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set.
^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the
spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is
important to remove the spacer plate and inspect orifice # 29 and the immediate area for the
presence of chips/debris. Also, the transmission case passage directly above this orifice and the
valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003
and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a
bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens
can help to prevent plugging of orifice # 29 caused by small debris or chips.
^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the
2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the
valves, the bore and the valve body passages.
^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer
to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on
parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition.
Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found
to be cracked, broken or leaking.
It is important to also refer to the appropriate Service Manual or Service Information (SI) for further
possible causes of this condition.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No
Movement in Drive or 3rd Gear
Clutch: Customer Interest A/T - No Movement in Drive or 3rd Gear
TECHNICAL
Bulletin No.: 08-07-30-027
Date: June 04, 2008
Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When
Shifted to Second, First or Reverse (Replace Forward Sprag Assembly)
Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006
Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet
Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006
GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic,
Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3
2006 - 2008 Saab 9-7X
with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70)
Condition
Some customers may comment that the vehicle has no movement when the transmission is shifted
to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or
REVERSE position.
Cause
This condition may be caused by a damaged forward sprag assembly (642).
Correction
When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer
race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear
should rotate only in the counterclockwise direction with the input sun gear facing upward. If the
sprag rotates in both directions or will not rotate in either direction, the sprag elements should be
inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair
section for forward clutch sprag disassembly procedures.
If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward
roller clutch sprag assembly is now available from GMSPO.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No
Movement in Drive or 3rd Gear > Page 7274
If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid
valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important
to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic
Transmission Oil Cooler Flushing and Flow Test for the procedure.
The notches above each sprag must point up as shown when assembled into the outer race.
Bearing Assembly, Input Sun Gear
Snap Ring, Overrun Clutch Hub Retaining
Hub, Overrun Clutch
Wear Plate, Sprag Assembly
Retainer and Race Assembly, Sprag
Forward Sprag Assembly
Retainer Rings, Sprag Assembly
Outer Race, Forward Clutch
Washer, Thrust (Input Carrier to Race)
The following information applies when this sprag is used in 1982-86 transmissions.
The new design sprag can be used on models 1982 through 1986, by replacing the entire
assembly (637 - 644). Individual components are NOT
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Clutch: > 08-07-30-027 > Jun > 08 > A/T - No
Movement in Drive or 3rd Gear > Page 7275
interchangeable.
Important:
The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the
thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play
cannot be obtained).
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Clutch: > 08-07-30-027 > Jun >
08 > A/T - No Movement in Drive or 3rd Gear
Clutch: All Technical Service Bulletins A/T - No Movement in Drive or 3rd Gear
TECHNICAL
Bulletin No.: 08-07-30-027
Date: June 04, 2008
Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When
Shifted to Second, First or Reverse (Replace Forward Sprag Assembly)
Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006
Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet
Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006
GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic,
Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3
2006 - 2008 Saab 9-7X
with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70)
Condition
Some customers may comment that the vehicle has no movement when the transmission is shifted
to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or
REVERSE position.
Cause
This condition may be caused by a damaged forward sprag assembly (642).
Correction
When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer
race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear
should rotate only in the counterclockwise direction with the input sun gear facing upward. If the
sprag rotates in both directions or will not rotate in either direction, the sprag elements should be
inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair
section for forward clutch sprag disassembly procedures.
If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward
roller clutch sprag assembly is now available from GMSPO.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Clutch: > 08-07-30-027 > Jun >
08 > A/T - No Movement in Drive or 3rd Gear > Page 7281
If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid
valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important
to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic
Transmission Oil Cooler Flushing and Flow Test for the procedure.
The notches above each sprag must point up as shown when assembled into the outer race.
Bearing Assembly, Input Sun Gear
Snap Ring, Overrun Clutch Hub Retaining
Hub, Overrun Clutch
Wear Plate, Sprag Assembly
Retainer and Race Assembly, Sprag
Forward Sprag Assembly
Retainer Rings, Sprag Assembly
Outer Race, Forward Clutch
Washer, Thrust (Input Carrier to Race)
The following information applies when this sprag is used in 1982-86 transmissions.
The new design sprag can be used on models 1982 through 1986, by replacing the entire
assembly (637 - 644). Individual components are NOT
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Clutch, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Clutch: > 08-07-30-027 > Jun >
08 > A/T - No Movement in Drive or 3rd Gear > Page 7282
interchangeable.
Important:
The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the
thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play
cannot be obtained).
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Differential, Automatic
Transaxle > Ring Gear, A/T > Component Information > Technical Service Bulletins > Customer Interest for Ring Gear: >
00-07-30-007A > Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
Ring Gear: Customer Interest A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Differential, Automatic
Transaxle > Ring Gear, A/T > Component Information > Technical Service Bulletins > Customer Interest for Ring Gear: >
00-07-30-007A > Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL > Page 7292
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Differential, Automatic
Transaxle > Ring Gear, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Ring Gear: > 00-07-30-007A > Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
Ring Gear: All Technical Service Bulletins A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Differential, Automatic
Transaxle > Ring Gear, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Ring Gear: > 00-07-30-007A > Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL > Page 7298
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Automatic
Transmission Dipstick - Dipstick Tube > Component Information > Specifications
Automatic Transmission Dipstick - Dipstick Tube: Specifications
Automatic Transmission Fluid Filler Tube Bracket Bolt 115 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Automatic
Transmission Dipstick - Dipstick Tube > Component Information > Specifications > Page 7302
Automatic Transmission Dipstick - Dipstick Tube: Service and Repair
Removal Procedure
1. Remove the fluid level indicator. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3.
Remove the fluid filler tube bracket bolt from the fluid filler tube bracket. 4. Remove the fluid filler
tube.
Installation Procedure
Important: Do NOT place the fluid filler tube seal on the fluid filler tube when installing the tube or
damage to the seal will result.
1. Install the fluid filler tube seal in the transaxle. 2. Position the fluid filler tube.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the fluid filler tube bracket bolt through the fluid filler tube bracket.
- Tighten the fluid filler tube bracket bolt to 13 Nm (115 inch lbs.).
4. Lower the vehicle. 5. Install the indicator. 6. Adjust the fluid level. 7. Inspect for fluid leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Drive Chain, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Drive Chain: > 00-07-30-007A > Feb > 02 >
A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
Drive Chain: Customer Interest A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Drive Chain, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Drive Chain: > 00-07-30-007A > Feb > 02 >
A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL > Page 7311
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Drive Chain, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Drive Chain: > 00-07-30-007A >
Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
Drive Chain: All Technical Service Bulletins A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Drive Chain, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Drive Chain: > 00-07-30-007A >
Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL > Page 7317
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Extension Housing, A/T
> Component Information > Specifications
Extension Housing: Specifications
Case Extension to Case 27 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Extension Housing, A/T
> Component Information > Specifications > Page 7321
Extension Housing: Service and Repair
Removal Procedure
1. Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3.
Disconnect the right wheel drive shaft from the transaxle. 4. Remove the vehicle speed sensor.
Refer to Vehicle Speed Sensor Replacement. 5. Remove the case extension housing bolts (5). 6.
Remove the case extension housing (6) with axle seal and the O-ring (8).
7. Inspect the case extension (6) for the following conditions:
- A damaged or porous sealing surface for the case extension seal
- A damaged or porous sealing surface for the vehicle speed sensor
- A damaged or porous sealing surface for the right drive axle oil seal
- A damaged or porous sealing surface for the case extension housing
- A damaged or worn differential carrier bushing or output shaft bearing
- Damaged bolt holes
- Inspect the drive axle seal and replace if necessary.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Extension Housing, A/T
> Component Information > Specifications > Page 7322
1. Perform a differential carrier end play inspection. Refer to Transmission Unit Repair. 2. If
removed, install the drive axle seal. Refer to Front Wheel Drive Shaft Oil Seal Replacement (Left)
or Front Wheel Drive Shaft Oil Seal
Replacement (Right).
3. Install the case extension housing (6) with the axle seal and the O-ring (8).
Notice: Refer to Fastener Notice in Service Precautions
4. Install the case extension housing bolts (5).
- Tighten the case extension housing bolts (5) to 36 Nm (27 ft. lbs.).
5. Install the vehicle speed sensor. Refer to Vehicle Speed Sensor Replacement. 6. Connect the
right wheel drive shaft to the transaxle. 7. Lower the vehicle. 8. Connect the battery negative cable.
Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging
Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid,
shift complaints, and possible damage to the transaxle.
9. Refill the transmission. Refer to Transmission Fluid Checking Procedure.
10. Inspect for fluid leaks. Refer to Fluid Leak Diagnosis.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T >
Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information
Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information
INFORMATION
Bulletin No.: 04-07-30-037E
Date: April 07, 2011
Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF)
Models:
2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008
HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION
2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo,
Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except
2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only
Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT
(MJ7/MJ8) Transmission Only Except 2008 Saturn Astra
Attention:
DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs
for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R)
transmission fluids.
Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin
Number 04-07-30-037D (Section 07 - Transmission/Transaxle).
MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING
The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle
that previously required DEXRON(R)-III for a manual transmission or transfer case should now use
P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual
transmissions and transfer cases require a different fluid. Appropriate references should be
checked when servicing any of these components.
Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid.
Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations.
Some of our customers and/or General Motors dealerships/Saturn Retailers may have some
concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and
transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for
General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R)
transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the
J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with
DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as
noted above).
DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic
transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair
or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use
in automatic transmissions/transaxles.
DEXRON(R)-VI ATF
General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle
production.
Current and prior automatic transmission models that had used DEXRON(R)-III must now only use
DEXRON(R)-VI.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T >
Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7327
All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with
DEXRON(R)-VI fluid.
DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas:
* These ATF change intervals remain the same as DEXRON(R)-III for the time being.
2006-2008 Transmission Fill and Cooler Flushing
Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the
machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI.
Parts Information
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T >
Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7328
Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information
INFORMATION
Bulletin No.: 08-07-30-035B
Date: November 01, 2010
Subject: Information on Water or Ethylene Glycol in Transmission Fluid
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission
Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin
Number 08-07-30-035A (Section 07 - Transmission/Transaxle).
Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission
components and will have a negative effect on reliability and durability of these parts. Water or
ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder
during engagement or gear changes, especially during torque converter clutch engagement.
Indications of water in the ATF may include:
- ATF blowing out of the transmission vent tube.
- ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a
strawberry milkshake.
- Visible water in the oil pan.
- A milky white substance inside the pan area.
- Spacer plate gaskets that appear to be glued to the valve body face or case.
- Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not
compressed.
- Rust on internal transmission iron/steel components.
If water in the ATF has been found and the source of the water entry has not been identified, or if a
leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in
the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of
ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be
obtained and the ATF tested to make an accurate decision on the need for radiator replacement.
This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking
and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These
test kits can be obtained from:
Nelco Company
Test kits can be ordered by phone or through the website listed above. Orders are shipped
standard delivery time but can be shipped on a next day delivery basis for an extra charge. One
test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost
of the complete test kit plus shipping charges should be divided by 10 and submitted on the
warranty claim as a net item.
The transmission should be repaired or replaced based on the normal cost comparison procedure.
Important If water or coolant is found in the transmission, the following components MUST be
replaced.
- Replace all of the rubber-type seals.
- Replace all of the composition-faced clutch plates and/or bands.
- Replace all of the nylon parts.
- Replace the torque converter.
- Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
Important The following steps must be completed when repairing or replacing.
Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number
02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096
TransFlow.
- Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T >
Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7329
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T >
Component Information > Technical Service Bulletins > A/T - DEXRON(R)-VI Fluid Information > Page 7330
Fluid - A/T: Technical Service Bulletins A/T - Oil Cooler Flushing/Flow Check Procedures
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 99-07-30-017A
Date: February, 2003
INFORMATION
Subject: Automatic Transmission Oil Cooler Flushing and Flow Check Procedures
Models: 2003 and Prior GM Light Duty Trucks 2003 HUMMER H2 with Allison(R) Automatic
Transmission (RPO M74)
This bulletin revises bulletin 99-07-30-017 to reflect the release of the new Transflow(R) J 45096
Transmission Cooling System Service Tool. The Transflow(R) Transmission Cooling System
Service Tool is to be used for all vehicles. Please discard Corporate Bulletin Number 99-07-30-017
(Section 07 - Transmission/Transaxle). Refer to Corporate Bulletin Number 02-07-30-052.
Important:
If you were sent here by the instruction booklet for the J 45096 TransFlow(R) machine, note that
the table has been moved to Corporate Bulletin Number 02-07-30-052.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T >
Component Information > Specifications > Capacity Specifications
Fluid - A/T: Capacity Specifications
Transmission Fluid Pan Removal ........................................................................................................
............................................................................................. 7.0L (7.4 Qt) Overhaul ...........................
..............................................................................................................................................................
................. 9.5L (10.0 Qt) Dry ..............................................................................................................
.................................................................................................. 12.7L (13.4 Qt)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid - A/T >
Component Information > Specifications > Capacity Specifications > Page 7333
Fluid - A/T: Fluid Type Specifications
Transmission Fluid Type
Type .....................................................................................................................................................
...................................... DEXRON III or Equivalent
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Filter - A/T >
Component Information > Service and Repair
Fluid Filter - A/T: Service and Repair
Removal Procedure
1. Remove the oil pan (24) and the gasket (25).
Refer to Oil Pan Replacement.
2. Remove the filter (100). Remove the lip ring seal (101) pressed into the case only if replacement
is necessary. 3. Inspect the screen for the following foreign material:
- Inspect for metal particles.
- Inspect for clutch facing material.
- Inspect for rubber particles.
- Inspect for engine coolant.
4. Determine the source of the contamination if foreign material is evident. 5. Correct the source of
the contamination. 6. Use solvent to clean the screen. 7. Blow-dry the screen.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Filter - A/T >
Component Information > Service and Repair > Page 7337
1. If removed, install a new seal (101).
2. Install the filter (100), a new filter if required.
3. Install the gasket (25) and the oil pan (24). Refer to Oil Pan Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting
Fluid Line/Hose: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line
Fitting
INFORMATION
Bulletin No.: 04-07-30-017B
Date: November 25, 2008
Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler
Fitting and Torque Converter Drain Back Check Ball Change
Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks
with one of the HYDRA-MATIC(R) Automatic Transmissions shown above.
Supercede:
This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin
Number 04-07-30-017A (Section 07 - Transmission/Transaxle).
Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings
have changed and are not interchangeable with past models. The technician may find that when
replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the
transmission.
A change to the transmission cooler line fittings was implemented in production on February 1,
2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler
line fittings with the longer lead in pilot will not fit on models built before February 1, 2004.
The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2)
(3/8-18 NPSF w/check ball & 1/4-18 NPSF).
If the transmission cooler lines will not connect, then replace them with the following cooler line
fittings as appropriate with the older, shorter lead in pilot design:
^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N
20793004.
^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second
design P/N 15264588.
^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N
20793005.
^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second
design P/N 15264589.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line Fitting > Page
7342
The torque specification has changed for the fittings to case. The torque has changed from 38 Nm
(28 lb ft) to 32 Nm (23 lb ft).
Tighten
Tighten the new cooler fittings to 32 Nm (23 lb ft).
The converter drain back check ball (420C) has been removed from the cooler line fitting and is
now located in the channel plate.
If you get a concern of no movement in the morning or after sitting for several hours, the cooler
check ball should be inspected.
The best way to determine where the check ball is located is to look at the cooler line fittings. The
old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check
ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler
check ball.
Parts Information
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7343
Fluid Line/Hose: Specifications
Automatic Transmission Oil Cooler Hose Fittings 17 ft.lb
Automatic Transmission Oil Cooler Hose Retaining Bracket Bolt 18 ft.lb
Automatic Transmission Oil Cooler Pipe Clip Bolt 27 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7344
Fluid Line/Hose: Service and Repair
Removal Procedure
Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to
prevent damage or wear which may cause fluid loss.
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position the drain pan. 3. Remove the
transaxle oil cooler hoses retaining bracket bolt from the transaxle. 4. Remove the transaxle oil
cooler hoses from the transaxle.
5. Remove the lower radiator air deflector. Refer to Radiator Air Baffle Assemblies and Deflectors
(Upper) or Radiator Air Baffle Assemblies and
Deflectors (Side) or Radiator Air Baffle Assemblies and Deflectors (Lower) in Cooling System.
6. Disconnect the transaxle oil cooler pipes from the fittings at the radiator.
Important: Perform the following procedures when removing the retaining ring and transaxle oil
cooler pipe from the quick connect fitting on the transmission.
7. Pull the plastic cap back from the quick connect fitting and down along the transaxle oil cooler
pipe about two inches.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7345
8. Using a bent-tip screwdriver, pull on one of the open ends of the retaining ring in order to rotate
the retaining ring around the quick connect fitting
until the retaining ring is out of position and can be completely removed.
9. Remove the retaining ring from the quick connect fitting.
10. Discard the retaining ring.
11. Pull the transaxle oil cooler pipe straight out from the quick connect fitting. 12. Remove the
retaining ring (E-clip) securing the transaxle oil cooler pipe to the quick connect in order to remove
the remaining transaxle oil cooler
pipes from the remaining quick connect fittings.
13. Remove the transaxle oil cooler pipe clip bolt, 14. Remove the transaxle oil cooler pipes from
the vehicle.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7346
1. Install the transaxle oil cooler pipes.
Important: Do not reuse any of the existing retaining rings that were removed from the existing quick connect
fittings. All retaining rings being installed must be new.
- Ensure the following procedures are performed when installing the new retaining rings onto the
fittings.
2. Install a new retaining ring (E-clip) into the quick connect fitting using the following procedure:
3. Hook one of the open ends of retaining ring in one of the slots in the quick connect fitting.
4. Rotate the retaining ring around the fitting until the retaining ring is positioned with all three ears
through the three slots on the fitting.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7347
5. Do not install the new retaining ring onto the fitting by pushing the retaining ring.
6. Ensure that the three retaining ring ears are seen from inside the fitting and that the retaining
ring moves freely in the fitting slots. 7. Install the new retaining ring (E-clip) into the remaining quick
connect fittings.
Notice: Ensure that the cooler line being installed has a plastic cap on each end that connects to a
quick connect fitting. If no plastic cap exists, or the plastic cap is damaged, obtain a new plastic cap
and position on to the cooler line prior to the cooler line installation.
8. Install the transaxle oil cooler pipes to the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7348
9. Install the transaxle oil cooler pipe into the quick connect fitting.
10. Insert the transaxle oil cooler pipe end into the quick connect fitting until a click is either heard
or felt.
11. Do not use the plastic cap on the transaxle oil cooler pipe in order to install the transaxle oil
cooler pipe into the fitting. 12. Pull back sharply on the transaxle oil cooler pipe in order to ensure
that the transaxle oil cooler pipe is fastened into the quick connect fitting.
13. Position (snap) the plastic cap onto the fitting. Do not manually depress the retaining ring when
installing the plastic cap onto the quick connect
fitting.
14. Ensure that the plastic cap is fully seated against the fitting.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7349
15. Ensure that no gap is present between the cap and the fitting.
16. Ensure that the yellow identification band on the tube is hidden within the quick connect fitting.
A hidden yellow identification band indicates
proper joint seating.
17. Do not install the transaxle oil cooler pipe end into the fitting incorrectly. 18. If you cannot
position the plastic cap against the fitting, remove the retaining ring from the quick connect fitting
per Step 5 of the transaxle oil
cooler pipe removal procedure. Check the retaining ring and the transaxle oil cooler pipe end in
order to ensure neither is bent. Replace the transaxle oil cooler pipe or the retaining ring if
necessary, and install per Step 2 of the transaxle oil cooler pipe installation procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Line/Hose, A/T >
Component Information > Technical Service Bulletins > Page 7350
19. Install the transaxle oil cooler hoses to the transaxle.
Notice: Refer to Fastener Notice in Service Precautions.
20. Install the transaxle oil cooler pipe clip bolt.
- Tighten the transaxle oil cooler pipe clip bolt to 4 Nm (27 inch lbs.).
21. Install the lower radiator air deflector. Refer to Radiator Air Baffle Assemblies and Deflectors
(Upper) or Radiator Air Baffle Assemblies and
Deflectors (Side) or Radiator Air Baffle Assemblies and Deflectors (Lower) in Cooling System.
22. Lower the vehicle.
Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid,
shift complaints, and possible damage to the transaxle.
23. Adjust the fluid level. Refer to Transmission Fluid Checking Procedure. 24. Inspect for proper
completion of the repairs. 25. Inspect for fluid leaks. Refer to Fluid Leak Diagnosis.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T >
Component Information > Specifications
Fluid Pan: Specifications
0il Pan to Case 10 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T >
Component Information > Specifications > Page 7354
Fluid Pan: Service and Repair
Removal Procedure
Notice: Do NOT use any type of grease to retain parts during the assembly of this unit. Using
greases other than the recommended assembly lube changes the transaxle fluid characteristics.
Using greases other than the recommended assembly lube causes undesirable shift conditions
and/or filter clogging. Use TRANSJEL 36850 or equivalent during the assembly of this unit.
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Place a drain pan under the automatic
transmission oil pan.
3. Remove the oil pan bolts (23) from the oil pan.
Notice: Ensure care is taken NOT to damage the mating surfaces of the oil pan and of the case or
oil leaks may occur.
4. Use a rubber mallet to lightly tap the oil pan or use a screwdriver to pry the oil pan loose. 5.
Remove the oil pan (24) from the automatic transmission. 6. Remove the oil pan gasket (25). 7.
Inspect the oil pan and the filter screen for the following foreign material:
- Inspect for metal particles.
- Inspect for clutch facing material.
- Inspect for rubber particles.
- Inspect for engine coolant.
8. Inspect the oil pan flange (1) for distortion. 9. Replace the oil pan (1) if bent or distorted. Do not
attempt to straighten.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T >
Component Information > Specifications > Page 7355
10. Inspect the washers on the oil pan bolts.
11. Install a new bolt and washer assembly if the washer is inverted.
Notice: Ensure the oil pan and the case flanges are dry and are free of any oil film or leakage may
result.
12. Use solvent to clean the case. 13. Air dry the case. 14. Use solvent to clean the oil pan gasket
surfaces. 15. Air dry the oil pan gasket surfaces. 16. Ensure all traces of the old gasket material are
removed.
Installation Procedure
1. Install the oil pan gasket (25).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pan, A/T >
Component Information > Specifications > Page 7356
2. Install the oil pan (24) to the automatic transmission.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the oil pan bolts (23).
- Tighten the oil pan bolts (23) to 14 Nm (10 ft. lbs.).
4. Lower the vehicle.
Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid,
shift complaints, and possible damage to the transaxle.
5. Refill the automatic transmission with automatic transmission fluid. Refer to Transmission Fluid
Checking Procedure. 6. Place the gear selector in the Park position. 7. Start the engine. 8. Run the
engine at a slow idle. Do NOT race the engine. 9. Inspect for automatic transmission fluid leaks.
10. Remove the drain pan from under the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure
Sensor/Switch, A/T > Component Information > Specifications
Fluid Pressure Sensor/Switch: Specifications
TFP Switch to Case 120 ft.lb
TFP Switch to Case Cover 106 in.lb
TFP Switch to Valve Body 70 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure
Sensor/Switch, A/T > Component Information > Specifications > Page 7360
Fluid Pressure Sensor/Switch: Locations
Internal Electronic Component Locations
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure
Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure Man Vlv Position Switch Connector, Harness
Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure
Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure Man Vlv Position Switch Connector, Harness
Side > Page 7363
Fluid Pressure Sensor/Switch: Diagrams 4T65-E Automatic Transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure
Sensor/Switch, A/T > Component Information > Service and Repair > Fluid Pressure Manual Valve Position Switch
Replacement
Fluid Pressure Sensor/Switch: Service and Repair Fluid Pressure Manual Valve Position Switch
Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the control valve body bolts (375, 379 and 381) that mount
the fluid pressure manual valve position switch to the control valve body
(300).
4. Carefully remove the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position
switch is very delicate.
5. Inspect the fluid pressure manual valve position switch (395) for the following conditions:
- Damaged electrical connector terminals
- Damaged seals
- Damaged switch membranes
- Debris on the switch membranes
Installation Procedure
1. Carefully install the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position switch
is very delicate.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the control valve body bolts (375, 379, and 381) that mount the fluid pressure manual
valve position switch to the control valve body (300).
- Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.).
- Tighten the control valve body bolt (379) to 16 Nm (106 inch lbs.).
- Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.).
3. Connect the transaxle wiring harness. 4. Install the case side cover. Refer to Case Side Cover
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pressure
Sensor/Switch, A/T > Component Information > Service and Repair > Fluid Pressure Manual Valve Position Switch
Replacement > Page 7366
Fluid Pressure Sensor/Switch: Service and Repair Pressure Control Solenoid Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the pressure control solenoid (322).
Installation Procedure
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pump, A/T >
Component Information > Technical Service Bulletins > A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring
Fluid Pump: Technical Service Bulletins A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring
Bulletin No.: 04-07-30-006
Date: February 11, 2004
INFORMATION
Subject: 4L65-E, 4L60-E, 4L60 and 200-4R Automatic Transmission Oil Pump Spring First and
Second Design Identification
Models: 2004 and Prior Passenger Cars and Light Duty Trucks 2003-2004 HUMMER H2
with 4L65-E, 4L60-E, 4L60 or 200-4R Automatic Transmission
The purpose of this bulletin is to identify the oil pump spring usage for the two different pump
designs. Manufacturing of the first design oil pump springs ended December 15, 2003.
Manufacturing of the second design oil pump spring began December 16, 2003
The first design oil pump springs (206) and (207) DO NOT have any identification markings. The
first design springs (206) and (207) use an inner and outer spring, two springs.
The second design oil pump spring (245) is identified with tapered ends on the spring (245) as
shown above. The second design spring (245) is a single spring.
When servicing either (first design or second design) oil pump body, use the new single oil pump
spring (245) with tapered ends.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pump, A/T >
Component Information > Technical Service Bulletins > A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring > Page 7371
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pump, A/T >
Component Information > Technical Service Bulletins > Page 7372
Fluid Pump: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement.
Notice: Do NOT remove the three bolts which hold the pump together.
2. Remove the oil pump bolts (205-207).
3. Remove the oil pump (200) form the valve body (300). 4. Inspect the oil pump. Refer to
Transmission Unit Repair.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Fluid Pump, A/T >
Component Information > Technical Service Bulletins > Page 7373
1. Install the oil pump (200) to the valve body (300).
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the oil pump bolts (205-207).
- Tighten the M6 X 1.0 X 20 bolt to 8 Nm (70 inch lbs.).
- Tighten the M6 X 1.0 X 85 bolt to 12 Nm (106 inch lbs.).
- Tighten the M6 X 1.0 X 95 bolt to 16 Nm (12 ft. lbs.).
3. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Hydraulic Thermo
Valve, A/T > Component Information > Service and Repair
Hydraulic Thermo Valve: Service and Repair
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. Refer to Oil Pan
Replacement. 3. Remove the thermo element pins and washers (120 and 123). 4. Remove the
thermo element (121) and the thermo element plate (122).
Installation Procedure
- Tools Required J 34094-A Thermo Element Height Gauge
1. Use the J 34094-A to set the middle thermo pin (123). 2. Install the new thermo element plate
(122). 3. Install the pin and washer (120). 4. Use the J 34094-A to set the height of the pin and
washer (120) furthest from the accumulator. 5. Use the J 34094-A to set the height of the second
pin and washer (120).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Hydraulic Thermo
Valve, A/T > Component Information > Service and Repair > Page 7377
6. Carefully install the thermo element (121) between the two pins (120). The V in the thermo
element (121) must contact the thermo element plate
(122).
7. Install the oil pan. Refer to Oil Pan Replacement 8. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T >
Component Information > Technical Service Bulletins > A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise
Output Shaft: Technical Service Bulletins A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise
INFORMATION
Bulletin No.: 01-07-30-042F
Date: February 05, 2010
Subject: Information on 2-3 Upshift or 3-2 Downshift Clunk Noise
Models:
2010 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3
2005-2009 Saab 9-7X with 4L60-E, 4L65-E or 4L70-E Automatic Transmission (RPOs M30, M32,
M70)
Supercede: This bulletin is being revised to add the 2010 model year and 4L70E transmission.
Please discard Corporate Bulletin Number 01-07-30-042E (Section 07 - Transmission/Transaxle).
Important For 2005 model year fullsize utilities and pickups, refer to Corporate Bulletin
05-07-30-012.
Some vehicles may exhibit a clunk noise that can be heard on a 2-3 upshift or a 3-2 downshift.
During a 2-3 upshift, the 2-4 band is released and the 3-4 clutch is applied. The timing of this shift
can cause a momentary torque reversal of the output shaft that results in a clunk noise. This same
torque reversal can also occur on a 3-2 downshift when the 3-4 clutch is released and the 2-4 band
applied. This condition may be worse on a 4-wheel drive vehicle due to the additional tolerances in
the transfer case.
This is a normal condition. No repairs should be attempted.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T >
Component Information > Technical Service Bulletins > Page 7382
Output Shaft: Service and Repair
Removal Procedure
- Tools Required J 42562 Axle Removal Wedge
1. Remove the case extension housing. Refer to Case Extension Housing Replacement. 2.
Remove the left wheel drive shaft from the transaxle. 3. Rotate the differential carrier until the end
of the output shaft can be seen and the differential pinion shaft (701) is in a horizontal position. 4.
Place the J 42562 between the end of the output shaft and the differential pinion shaft. 5. Using a
hammer, hit the end of the axle removal tool in order to compress the output shaft compression
ring (512) and push the output shaft
through the differential side gear.
6. Remove the differential carrier (700). 7. Using snap ring pliers remove the compression ring
(512) from the output shaft. 8. Remove the output shaft through the left wheel opening.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Output Shaft, A/T >
Component Information > Technical Service Bulletins > Page 7383
9. Inspect the output shaft (510) for the following:
- Stripped splines
- A damaged retainer ring groove
Installation Procedure
1. Install the drive axle retainer ring (509) and the output shaft differential inboard snap ring (512)
onto the output shaft (510). 2. Hold the front differential carrier (700) in place and carefully install
the output shaft (510) into the transmission through the left wheel opening.
Extend the output shaft through the differential side gear.
3. Install the left wheel drive shaft to the transaxle. 4. Install the case extension housing. Refer to
Case Extension Housing Replacement
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Parking Lock Cable,
A/T > Component Information > Adjustments
Parking Lock Cable: Adjustments
Adjustment Procedure
1. Place the shift lever in the PARK position. 2. Place the ignition key in the LOCK position. 3.
Ensure the shift lever cannot move to another position. The ignition key should be removable from
the ignition lock cylinder. 4. Place the ignition key in the RUN position. 5. Place the shift lever in the
NEUTRAL position. 6. Ensure that the ignition key cannot turn to the LOCK position. 7. The system
is properly adjusted if the above conditions are met. Proceed to step 13. 8. If the above conditions
are not met proceed with the adjustment procedure. 9. Pull the cable connector lock back to the UP
position.
10. Readjust the cable connector as outlined.
10.1. Push the cable connector nose forward to remove the slack.
10.2. Push the cable connector lock button down.
11. Recheck the operation. 12. If the ignition key cannot be removed in the PARK position, then
pull the connector lock button to the UP position. 13. Move the cable connector nose rearward until
the key can be removed from the ignition. 14. Push the lock button down. 15. Reinstall the cable
into the clips to provide the correct routing.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Parking Lock Cable,
A/T > Component Information > Adjustments > Page 7387
Parking Lock Cable: Service and Repair
Removal Procedure
1. Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging 2. Remove the console. Refer to Console Replacement - Front
Floor (Impala) or Console Replacement - Front Floor (Monte Carlo) in Instrument
Panel, Gauges and Warning Indicators.
3. To gain access to the park/lock cable at the steering column. Refer to Steering Column Filler
Replacement in Instrument Panel, Gauges and
Warning Indicators.
4. Place the transaxle shift control lever in the PARK position.
Important: Ensure the ignition key is in the RUN position. Do NOT attempt to proceed to Step 6
with the key in any other position.
5. Turn the ignition key to the RUN position. 6. Slip a screwdriver blade into the slot provided in the
ignition switch inhibitor. 7. Use the screwdriver to depress the cable latch. 8. Pull the cable from the
inhibitor. 9. Remove the park/lock cable at the shift control.
10. Remove the cable retainer from the park/lock cable at the shift control. 11. Remove the
park/lock cable.
Installation Procedure
1. Ensure the cable lock button is in the UP position. 2. Ensure the shift lever is in the PARK
position. 3. Install the park/lock cable. 4. Snap the cable connector into the shifter base. 5. Install
the cable retainer to the park/lock cable at the shift control. 6. Ensure the ignition key is in the RUN
position. 7. Install the cable into the inhibitor housing.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Parking Lock Cable,
A/T > Component Information > Adjustments > Page 7388
Important: Ensure the ignition key is in the LOCK position. Do NOT attempt to insert the cable with
the key in any other position.
8. Turn the ignition key to the LOCK position. 9. Install the cable end onto the shifter park lock lever
pin.
10. Push the cable connector nose forward to remove the slack. 11. Push the cable connector lock
button down using no load applied to the connector nose. 12. Inspect the operation of the park/lock
cable for proper adjustment. Refer to Park Lock Cable Adjustment. 13. Install the console. Refer to
Console Replacement - Front Floor (Impala) or Console Replacement Front Floor (Monte Carlo) in
Instrument Panel,
Gauges and Warning Indicators.
14. Connect the battery negative cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Parking Pawl, A/T >
Component Information > Technical Service Bulletins > A/T - Grinding/Growling Noise in Park on Incline
Parking Pawl: Technical Service Bulletins A/T - Grinding/Growling Noise in Park on Incline
INFORMATION
Bulletin No.: 99-07-30-030F
Date: May 01, 2008
Subject: Grinding and/or Growling Noise in Park on Incline
Models: 2009 and Prior Passenger Cars and Light Duty Trucks (Including Saturn)
with Hydra-Matic Front Wheel Drive (FWD) Automatic Transmissions
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
99-07-30-030E (Section 07 - Transmission/Transaxle).
Service Information
Owners of some vehicles equipped with Hydra-Matic front wheel drive transaxles may comment on
a grinding and/or growling noise that is noticeable when standing in PARK on a hill or slope with
the engine running and the parking brake not applied. Under these conditions, the weight of the
vehicle puts a load on the parking pawl which can create a "ground-out" path through the drive
axles, front struts, springs and spring towers. Normal engine noise can be transmitted to the
passenger compartment through the "ground-out" path.
Owners concerned about this condition should be advised to apply the parking brake prior to
shifting into PARK. This is the recommended procedure described in the Owners Manual. Applying
the parking brake first will put the load of the vehicle on the rear brakes rather than on the parking
pawl.
Refer the owner to the appropriate Owner Manual for additional details and instructions.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 >
A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: Customer Interest A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's
Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 >
A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7401
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 >
A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7402
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 >
A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7403
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure
Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure
Regulating Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 7409
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure
Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure
Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7414
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure
Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7415
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure
Regulating Solenoid: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7416
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Pressure Regulating
Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > All Other Service Bulletins for Pressure Regulating
Solenoid: > 02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 7422
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7423
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7424
Pressure Regulating Solenoid: Description and Operation
Pressure Control Solenoid Valve
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls
transmission line pressure based on current flow through its coil windings. As current flow is
increased, the magnetic field which is produced by the coil moves the solenoid's plunger further
away from the exhaust port. Opening the exhaust port decreases the output fluid pressure, which is
regulated by the PC solenoid valve. This ultimately decreases line pressure. The PCM controls the
PC solenoid valve based upon various inputs including throttle position, fluid temperature, MAP
sensor, and gear state.
The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz
(cycles per second). Duty cycle is defined as the percentage of time when current flows through the
solenoid coil during each cycle. A higher duty cycle provides a greater current flow through the
solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the
PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average
current, and continuously varies the PC solenoid valve duty cycle in order to maintain the correct
average current flowing through the PC solenoid valve.
The PC solenoid valve resistance should measure between 3-5 ohms when measured at 20°C
(68°F).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7425
Pressure Regulating Solenoid: Service and Repair
Pressure Control Solenoid Valve Replacement
Removal
1. Remove the case side cover. Refer to Control Valve Body Cover Replacement . 2. Disconnect
the transaxle wiring harness.
3. Remove the pressure control solenoid (322).
Installation
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover.
Important: It is recommended that transmission adaptive pressure (TAP) information be reset.
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, The
ECM, PCM or TCM will need to relearn TAP values. Transmission performance may be affected as
new TAP values are learned.
4. Reset the TAP values. Refer to Adapt Function.
Adapt Function
The 4T65-E transmission uses a line pressure control system, that has the ability to adapt line
pressure to compensate for normal wear of the following parts:
- The clutch fiber plates
- The springs and seals
- The apply bands
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Pressure Regulating
Solenoid, A/T > Component Information > Technical Service Bulletins > Page 7426
The PCM maintains information for the following transmission adaptive systems:
Upshift Adapts (1-2, 2-3 and 3-4)
The PCM monitors the automatic transmission input shaft speed (AT ISS) sensor and the vehicle
speed sensor (VSS) in order to determine when an upshift has started and completed. The PCM
measures the time for the upshift. If the upshift time is longer than a calibrated value, then the PCM
will adjust the current to the pressure control (PC) solenoid valve to increase the line pressure for
the next shift in the same torque range. If the upshift time is shorter than the calibrated value, then
the PCM will decrease the line pressure for the next shift in the same torque range.
Steady State Adapts
The PCM monitors the AT ISS sensor and the VSS after an upshift in order to determine the
amount of clutch slippage. If excessive slippage is detected, then the PCM will adjust the current to
the PC solenoid valve in order to increase the line pressure to maintain the proper gear ratio for the
commanded gear.
The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 16.
Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and
TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell values to display zero or
negative numbers. This indicates that the PCM has adjusted line pressure at or below the
calibrated base pressure.
Clearing Transmission Adaptive Pressure (TAP)
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift
times. It is not recommended that TAP information be reset unless one of the following repairs has
been made:
- Transmission overhaul or replacement
- Repair or replacement of an apply or release component (clutch, band, piston, servo)
- Repair or replacement of a component or assembly which directly affects line pressure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Technical Service Bulletins > Customer Interest for Seals and Gaskets: > 01-07-30-032E > Sep >
08 > A/T - 4T65E Fluid Leaking From A/T Vent
Seals and Gaskets: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent
TECHNICAL
Bulletin No.: 01-07-30-032E
Date: September 29, 2008
Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover
(Channel Plate) Gasket)
Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn)
with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate
Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a transmission oil leak.
Cause
This condition may be caused by an improperly torqued channel plate gasket.
Correction
To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to
Unit Repair publication in SI of the appropriate vehicle being serviced.
Visual inspection of the upper gasket (1) will reveal damage at the referenced area.
Parts Information
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Technical Service Bulletins > Customer Interest for Seals and Gaskets: > 01-07-30-032E > Sep >
08 > A/T - 4T65E Fluid Leaking From A/T Vent > Page 7435
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: >
01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent
Seals and Gaskets: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent
TECHNICAL
Bulletin No.: 01-07-30-032E
Date: September 29, 2008
Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover
(Channel Plate) Gasket)
Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn)
with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate
Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a transmission oil leak.
Cause
This condition may be caused by an improperly torqued channel plate gasket.
Correction
To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to
Unit Repair publication in SI of the appropriate vehicle being serviced.
Visual inspection of the upper gasket (1) will reveal damage at the referenced area.
Parts Information
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: >
01-07-30-032E > Sep > 08 > A/T - 4T65E Fluid Leaking From A/T Vent > Page 7441
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > Page 7442
Seals and Gaskets: By Symptom
Technical Service Bulletin # 01-07-30-032E Date: 080929
A/T - 4T65E Fluid Leaking From A/T Vent
TECHNICAL
Bulletin No.: 01-07-30-032E
Date: September 29, 2008
Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover
(Channel Plate) Gasket)
Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn)
with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate
Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a transmission oil leak.
Cause
This condition may be caused by an improperly torqued channel plate gasket.
Correction
To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to
Unit Repair publication in SI of the appropriate vehicle being serviced.
Visual inspection of the upper gasket (1) will reveal damage at the referenced area.
Parts Information
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > Page 7443
For vehicles repaired under warranty, use the table.
Disclaimer
Technical Service Bulletin # 01-07-30-032E Date: 080929
A/T - 4T65E Fluid Leaking From A/T Vent
TECHNICAL
Bulletin No.: 01-07-30-032E
Date: September 29, 2008
Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover
(Channel Plate) Gasket)
Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn)
with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76)
Supercede:
This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate
Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a transmission oil leak.
Cause
This condition may be caused by an improperly torqued channel plate gasket.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Technical Service Bulletins > All Technical Service Bulletins for Seals and Gaskets: > Page 7444
To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to
Unit Repair publication in SI of the appropriate vehicle being serviced.
Visual inspection of the upper gasket (1) will reveal damage at the referenced area.
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Service and Repair > Front Wheel Drive Shaft Oil Seal Replacement (Left)
Seals and Gaskets: Service and Repair Front Wheel Drive Shaft Oil Seal Replacement (Left)
- J 23129 Axle Seal Remover
- J 6125-1B Slide Hammer Adapter
- J 6125-B Slide Hammer
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 3.
Remove the left engine splash shield. Refer to Splash Shield Replacement - Engine (Right) or
Splash Shield Replacement - Engine (Left) in Body
and Frame.
4. Remove the stabilizer shaft links from the left lower control arm. Refer to Stabilizer Shaft Link
Replacement in Steering and Suspension. 5. Remove the left tie rod end from the left steering
knuckle. Refer to Tie Rod End Replacement - Outer in Steering and Suspension. 6. Remove the
left lower ball joint from the lower control arm. Refer to Lower Ball Joint Replacement in Steering
and Suspension. 7. Remove the left wheel drive shaft from the transaxle.
8. Secure the left wheel drive shaft to the left steering knuckle and strut. 9. Using J 6125-B with J
6125-1B and J 23129, remove the wheel drive shaft oil seal (409) from the transmission (401).
Installation Procedure
Tools Required
- J 34115 Left Side Axle Seal Installer
- J 37292-B Axle Seal Protector
1. Use a light wipe of Transaxle fluid to lubricate the seal lip. 2. Install the J 37292-B into the new
seal (409).
3. Using the J 34115 install a new seal (409).
Important: Carefully guide the axle shaft past the lip seal. Do NOT allow the shaft splines to contact
any portion of the seal lip surface or damage to the seal will occur.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Service and Repair > Front Wheel Drive Shaft Oil Seal Replacement (Left) > Page 7447
4. Install the wheel drive shaft to the transaxle. 5. Remove the J 37292-B 6. Install the lower ball
joint to the lower control arm. Refer to Lower Ball Joint Replacement in Steering and Suspension.
7. Install the left tie rod end to the left steering knuckle. Refer to the Tie Rod End Replacement Outer in Steering and Suspension. 8. Install the left stabilizer shaft link to the lower control arm.
Refer to Stabilizer Shaft Link Replacement in Steering and Suspension. 9
Install the left engine splash shield. Refer to Splash Shield Replacement - Engine (Right) or Splash
Shield Replacement - Engine (Left) in Body and Frame.
10. Install the left front tire and wheel assembly. Refer to Tire and Wheel Removal and Installation
in Wheels, Tires and Alignment 11. Lower the vehicle. 12. Refill the automatic transmission with
automatic transmission fluid. Refer to Transmission Fluid Checking Procedure. 13. Inspect the
automatic transmission fluid leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Service and Repair > Front Wheel Drive Shaft Oil Seal Replacement (Left) > Page 7448
Seals and Gaskets: Service and Repair Front Wheel Drive Shaft Oil Seal Replacement (Right)
Removal Procedure
- J 23129 Axle Seal Remover
- J 6125-1B Slide Hammer Adapter
- J 6125-B Slide Hammer
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 3.
Remove the right engine splash shield. Refer to Splash Shield Replacement - Engine (Right) in
Body and Frame. 4. Remove the right stabilizer shaft links from the right lower control arm. Refer to
Stabilizer Shaft Link Replacement in Steering and Suspension. 5. Remove the right tie rod end
from the right steering knuckle. Refer to Tie Rod End Replacement - Outer in Steering and
Suspension. 6. Remove the right lower ball joint from the lower control arm. Refer to Lower Ball
Joint Replacement. 7. Remove the right wheel drive shaft from the transaxle.
8. Secure the right wheel drive shaft to the right steering knuckle and strut. 9. Using the J 6125-B
with the J 6125-IB and the J 23129 remove the wheel drive shaft oil seal from the transmission.
Installation Procedure
- Tools Required J 29130 Right Side Axle Seal Installer
- J 37292-B Axle Seal Protector
1. Use a light wipe of transaxle fluid to lubricate the seal lip. 2. Install the J 37292-B into the new
seal (4). 3. Using the J 29130 install the new seal (4).
Important: Carefully guide the axle shaft past the lip seal. Do NOT allow the shaft splines to contact
any portion of the seal lip surface or damage to the seal will occur.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Seals and Gaskets, A/T
> System Information > Service and Repair > Front Wheel Drive Shaft Oil Seal Replacement (Left) > Page 7449
4. Install the wheel drive shaft to the transaxle. 5. Install the right lower ball joint to the steering
knuckle. Refer to Lower Ball Joint Replacement in Steering and Suspension. 6. Install the right tie
rod end to the steering knuckle. Refer to Tie Rod End Replacement - Outer in Steering and
Suspension. 7. Install the right stabilizer shaft links to the right lower control arm. Refer to Stabilizer
Shaft Link Replacement in Steering and Suspension. 8. Install the right engine splash shield. 9.
Install the right front tire and wheel assembly. Refer to Tire and Wheel Removal and Installation in
Wheels, Tires and Alignment.
10. Lower the vehicle. 11. Refill the automatic transmission with automatic transmission fluid. Refer
to Transmission Fluid Checking Procedure. 12. Inspect for automatic transmission fluid leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications
Fluid Pressure Sensor/Switch: Specifications
TFP Switch to Case 120 ft.lb
TFP Switch to Case Cover 106 in.lb
TFP Switch to Valve Body 70 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications > Page 7454
Fluid Pressure Sensor/Switch: Locations
Internal Electronic Component Locations
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure Man Vlv Position Switch
Connector, Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure Man Vlv Position Switch
Connector, Harness Side > Page 7457
Fluid Pressure Sensor/Switch: Diagrams 4T65-E Automatic Transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair > Fluid Pressure Manual Valve
Position Switch Replacement
Fluid Pressure Sensor/Switch: Service and Repair Fluid Pressure Manual Valve Position Switch
Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the control valve body bolts (375, 379 and 381) that mount
the fluid pressure manual valve position switch to the control valve body
(300).
4. Carefully remove the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position
switch is very delicate.
5. Inspect the fluid pressure manual valve position switch (395) for the following conditions:
- Damaged electrical connector terminals
- Damaged seals
- Damaged switch membranes
- Debris on the switch membranes
Installation Procedure
1. Carefully install the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position switch
is very delicate.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the control valve body bolts (375, 379, and 381) that mount the fluid pressure manual
valve position switch to the control valve body (300).
- Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.).
- Tighten the control valve body bolt (379) to 16 Nm (106 inch lbs.).
- Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.).
3. Connect the transaxle wiring harness. 4. Install the case side cover. Refer to Case Side Cover
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair > Fluid Pressure Manual Valve
Position Switch Replacement > Page 7460
Fluid Pressure Sensor/Switch: Service and Repair Pressure Control Solenoid Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the pressure control solenoid (322).
Installation Procedure
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page 7464
Park Neutral Position (PNP) Switch C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams > Page 7468
Transmission Speed Sensor: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the input speed sensor clip (441) from the case cover. 4.
Remove the input speed sensor (440) from the case cover.
5. Inspect the input speed sensor (440) for the following conditions:
- Damaged or missing magnet
- Damaged housing
- Bent or missing electrical terminals
- Damaged speed sensor clip (441)
Installation Procedure
1. Install the input speed sensor (440) into the case cover. 2. Install the input speed sensor clip
(441) into the case cover. 3. Connect the transaxle wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams > Page 7469
4. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Automatic Transaxle Fluid
Temperature (TFT) Sensor
Transmission Temperature Sensor/Switch: Locations Automatic Transaxle Fluid Temperature
(TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Automatic Transaxle Fluid
Temperature (TFT) Sensor > Page 7474
Transmission Temperature Sensor/Switch: Locations Transaxle Fluid Temperature (TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Page 7475
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sensors and Switches A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Page 7476
Transmission Temperature Sensor/Switch: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement 2. Disconnect the wiring
harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor
(391).
Installation Procedure
1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with
fluid temperature sensor (391). 3. Install the case side cover. Refer to Case Side Cover
Replacement
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Interlock, A/T >
Shift Interlock Solenoid > Component Information > Service and Repair
Shift Interlock Solenoid: Service and Repair
Removal Procedure
1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging. 2. Remove the center console. Refer to Console Replacement
- Front Floor (Impala) or Console Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Disconnect electrical connector from the A/T shift lock control (2).
4. Remove both ends of the Automatic Transmission Shift Lock Control from pivot points (1).
Installation Procedure
1. Install the A/T shift lock control upper clip onto upper pivot point, and lower clip onto the lower
pivot point.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Interlock, A/T >
Shift Interlock Solenoid > Component Information > Service and Repair > Page 7481
2. Install the center console. Refer to Console Replacement - Front Floor (Impala) or Console
Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Install the electrical connector to the A/T shift lock control. 4. Connect negative battery cable.
Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Locations > 1-2 Shift Solenoid (1-2 SS) Valve
Shift Solenoid: Locations 1-2 Shift Solenoid (1-2 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Locations > 1-2 Shift Solenoid (1-2 SS) Valve > Page 7486
Shift Solenoid: Locations 2-3 Shift Solenoid (2-3 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Diagrams > 1-2, 3-4 Shift Solenoid Valve Connector, Wiring Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Diagrams > 1-2, 3-4 Shift Solenoid Valve Connector, Wiring Harness Side > Page 7489
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Service and Repair > 1-2 Shift Solenoid Valve Replacement
Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 1-2 shift solenoid (315A).
Installation Procedure
1. Install the 1-2 shift solenoid (315A). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Service and Repair > 1-2 Shift Solenoid Valve Replacement > Page 7492
Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 2-3 shift solenoid (315B).
Installation Procedure
1. Install the 2-3 shift solenoid (315B). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Service and Repair > 1-2 Shift Solenoid Valve Replacement > Page 7493
Shift Solenoid: Service and Repair Solenoids and Wiring Harness Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Use a small flat-bladed
tool in order to remove the wiring harness from the solenoid valve(s) (315A, 315B, 322, 334, and/or
440), TFP manual
valve position switch (95) and/or the temperature sensor (391).
3. Remove the wiring harness (224). 4. Remove the clips retaining the solenoid(s).
5. Remove the solenoid(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Service and Repair > 1-2 Shift Solenoid Valve Replacement > Page 7494
6. Remove the 2-3 shift solenoid (315B).
7. Inspect the wiring harness (224).
Installation Procedure
1. Install the 2-3 shift solenoid (315B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Solenoid, A/T >
Component Information > Service and Repair > 1-2 Shift Solenoid Valve Replacement > Page 7495
2. Install the solenoid(s). 3. Install the retaining clips.
4. Install the wiring harness (224).
5. Install the wiring harness to the solenoid valve(s) (315A, 315B, 322, 334, and/or 440), TFP
manual valve position switch (395) and/or the
temperature sensor (391).
6. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shifter A/T >
Component Information > Specifications
Shifter A/T: Specifications
Console Shift Control Nuts 18 ft.lb
Automatic Transmission Range Selector Cable Bracket Bolts 15 ft.lb
Automatic Transmission Range Selector Lever Nut 15 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shifter A/T >
Component Information > Service and Repair > Automatic Transmission Range Selector Cable Lever Replacement
Shifter A/T: Service and Repair Automatic Transmission Range Selector Cable Lever Replacement
Removal Procedure
1. Remove the throttle body air inlet duct. Refer to Powertrain Management. 2. Remove the
automatic transaxle range selector lever cable from the automatic transaxle range selector lever
3. Remove the automatic transaxle range selector lever retaining nut. 4. Remove the automatic
transaxle range selector lever from the automatic transaxle.
Installation Procedure
1. Install the automatic transaxle range selector lever to the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shifter A/T >
Component Information > Service and Repair > Automatic Transmission Range Selector Cable Lever Replacement > Page
7501
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the automatic transaxle range selector lever retaining nut.
- Tighten the automatic transaxle range selector lever retaining nut to 20 Nm (15 ft. lbs.).
3. Install the automatic transaxle range selector lever cable to the automatic transaxle range
selector lever. 4. Adjust the automatic transaxle range selector lever cable if necessary. Refer to
Automatic Transmission Range Selector Cable Adjustment 5. Install the throttle body air inlet duct.
Refer to Powertrain Management.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shifter A/T >
Component Information > Service and Repair > Automatic Transmission Range Selector Cable Lever Replacement > Page
7502
Shifter A/T: Service and Repair Shift Control Replacement
Removal Procedure
1. Remove the Console Trim Plate. Refer to Trim Plate Replacement - Front Floor Console
(Impala) or Trim Plate Replacement - Front Floor
Console (Monte Carlo) or Console Replacement - Front Floor (Impala) or Console Replacement Front Floor (Monte Carlo) in Instrument Panel, Gauges and Warning Indicators.
2. Remove the console wiring harness. 3. Remove the console shift control wiring harness. 4.
Remove the automatic transaxle range selector cable. Refer to Automatic Transmission Range
Selector Cable Replacement (New Cable
Installation Only) or Automatic Transmission Range Selector Cable Replacement (At Manual Shaft)
or Automatic Transmission Range Selector Cable Replacement (At Console Shift Control) or
Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
5. Remove the park/lock cable. Refer to Park Lock Cable Replacement. 6. Disconnect the light bulb
and the retainer from the shifter.
7. Remove the console shift control retaining nuts. 8. Remove the console shift control assembly
from the vehicle.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shifter A/T >
Component Information > Service and Repair > Automatic Transmission Range Selector Cable Lever Replacement > Page
7503
1. Install the console shift control into the vehicle.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the console shift control retaining nuts.
- Tighten the console shift control retaining nuts to 24 Nm (18 ft. lbs.).
3. Install the park/lock cable. Refer to Park Lock Cable Replacement. 4. Install the automatic
transaxle range selector cable. Refer to Automatic Transmission Range Selector Cable
Replacement (New Cable Installation
Only) or Automatic Transmission Range Selector Cable Replacement (At Manual Shaft) or
Automatic Transmission Range Selector Cable Replacement (At Console Shift Control) or
Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
5. Install the console shift control wiring harness. 6. Install the console wiring harness. 7. Install the
console trim plate. Refer to Trim Plate Replacement - Front Floor Console (Impala) or Trim Plate
Replacement - Front Floor Console
(Monte Carlo) or Console Replacement Front Floor (Impala) or Console Replacement Front Floor
(Monte Carlo) in Instrument Panel, Gauges and Warning Indicators.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > Customer Interest for Shift Cable: > 00-07-30-018
> Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move
Technical Service Bulletin # 00-07-30-018 Date: 001101
Shift Lever/Ignition Cylinder - High Effort To Move
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-018
Date: November, 2000
Subject: High Effort Required to Turn Ignition key and Remove Shift Lever from Park Position
(Replace Transmission Shift Control Cable Assembly and Fasteners)
Models: 2000 Chevrolet Impala 2000 Pontiac Bonneville with column shift only
Condition Some owners of vehicles that have the transmission shift lever mounted on the steering
column may comment that they have difficulty removing the transmission shift lever from the park
position. In addition, some may also comment that it takes a high amount of effort to rotate or turn
the ignition key.
Cause The steering column mounted transmission linear shift control cable that attaches to the
ignition switch may be too long and may also be routed incorrectly.
Correction Replace the steering column mounted transmission linear shift control and cable
assembly with a new assembly that has a shorter cable and an adjustment feature. Use the
following service procedure for installing and adjusting. For additional information and fastener
torque specifications, see the Steering Column sub-section in the Steering section, and the
Instrument Panel sub-section in the Body and Accessories section of the appropriate Service
Manual.
Parts Information
IMPALA MODELS
BONNEVILLE MODEL
Parts are currently available from GMSPO.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > Customer Interest for Shift Cable: > 00-07-30-018
> Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move > Page 7513
For vehicles repaired under warranty, use the table.
Disclaimer
Impala Service Procedure
1. Disable the SIR system.
2. Remove the left side lower instrument panel insulator.
3. Remove the lower steering column filler panel.
4. Remove the aluminum knee bolster bracket.
5. Remove the tilt ever.
6. Remove the lower steering column cover.
7. Remove the upper steering column cover.
8. Remove the two nuts attaching the column to the column support and lower the column.
Important:
The plastic tie bands removed in the next step have to be reinstalled or replaced when servicing
the linear shift control cable assembly. Also do not remove the plastic tie bands from the new
assembly.
9. Remove (cut) any plastic tie bands that secure or route the cable assembly to the ignition switch.
10. Depress the black tab on the end of the cable and pull the cable out of the backside of the
ignition switch/lock cylinder assembly.
11. Disconnect the transmission shift cable and the brake/transmission shift interlock red from tee
linear shift control cable assembly.
12. Remove the shift lever retaining screw. Discard the screw and remove the lever.
13. Remove the three screws that attach the linear shift control cable assembly to the steering
column and discard the three screws.
14. Remove the linear shift control cable assembly from the steering column and vehicle.
15. Install the new linear shift control cable assembly, P/N 26064241, on the steering column
secure with three new screws, P/N 26020231.
16. Install the shift lever and secure with new screw, P/N 26086313.
17. Connect the transmission shift cable and the brake/transmission shift interlock rod to the linear
shift control cable assembly.
18. Insert the cable into the backside of the ignition switch/lock cylinder assembly and lock in place.
19. Raise the steering column to the column support and secure with two nuts.
20. Verify cable routing for clearance with brake switches.
21. Move the shift lever from PARK to reverse and back to the PARK position and turn the ignition
key to the OFF position.
22. Verify that shift lever cannot be removed from PARK when the ignition key is in the OFF
position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > Customer Interest for Shift Cable: > 00-07-30-018
> Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move > Page 7514
23. Turn the ignition key to the ON position and verify that the shift lever can be removed from
PARK.
24. Return the shift lever to the PARK position and verify that the ignition key can be turned to the
OFF position and removed without difficulty. If key can be removed without difficulty, proceed to
Step 28. If the key cannot be removed or requires high effort, proceed to Step 25.
25. Adjust the cable length by moving the white adjustment tab outwards from the adjuster body
located in the middle of the cable.
26. Move the shift lever from PARK to reverse and back to the PARK position and turn the ignition
key to the OFF position.
27. Press the white adjustment tab inwards until it locks in place. Verify proper operation by
performing Steps 21-24.
28. Install the upper steering column cover.
29. Install the lower steering column cover and position the shift lever seal in place.
30. Install the tilt lever.
31. Install the aluminum knee bolster bracket.
32. Install the lower steering column filler panel.
33. Install the left side lower instrument panel filler.
34. Enable the SIR system.
Bonneville Service Procedure
1. Disable SIR system.
2. Remove left side lower instrument panel insulator.
3. Remove the driver's side knee bolster cover.
4. Remove the driver's side knee bolster.
5. Remove the ignition lock/switch bezel.
6. Remove the instrument cluster bezel.
7. Remove the tilt lever.
8. Remove the lower steering column cover.
9. Remove the upper steering column cover.
10. Remove two nuts and loosen two bolts to lower steering column for access to linear shift
control cable assembly.
Important:
The plastic tie bands removed in the next step have to be reinstalled or replaced when servicing
the linear shift control cable assembly. Also, do not remove the plastic tie bands from the new
assembly.
11. Remove (cut) any plastic tie bands that secure or route the cable assembly to the ignition
switch.
12. Disconnect the transmission shift cable and the brake/transmission safety interlock rod from the
linear shift control cable assembly.
13. Remove the shift lever retaining screw. Discard the screw and remove the shift lever.
14. Remove the three screws attaching the linear shift control cable assembly to the steering
column and discard the screws.
15. Remove the radio assembly.
16. Remove the ignition lock/switch assembly from the instrument panel.
17. Depress the black tab on the end of the cable and pull the cable out of the backside of the
ignition lock/switch assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > Customer Interest for Shift Cable: > 00-07-30-018
> Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move > Page 7515
18. Remove the linear shift control cable assembly from the steering column and vehicle.
19. Install the new linear shift control cable assembly, P/N 26089928, on the steering column and
secure with three new screws, P/N 26071469.
20. Install the shift lever and secure with new screw, P/N 26086318.
21. Connect the transmission shift cable and the brake/transmission shift interlock rod to the linear
shift control cable assembly.
22. Insert the cable into the backside of the ignition lock/switch assembly and lock into place.
23. Install the ignition lock/switch assembly in the instrument panel.
24. Raise the steering column and install and the tighten nuts and bolts.
25. Verify cable routing for clearance with brake switches.
26. Move the shift lever from the PARK position to reverse and back to the PARK position and turn
the ignition key to the OFF position.
27. Verify that the shift lever cannot be removed from PARK when the ignition key is in the OFF
position.
28. Turn the ignition key to the ON position and verify that the shift lever can be removed from
PARK.
29. Return the shift lever to the PARK position and verify that the ignition key can be turned to the
OFF position and removed without difficulty. If the key can be removed without difficulty, proceed to
Step 33. If the key cannot be removed or requires high effort, proceed to Step 30.
30. Adjust the cable length by pulling the white adjustment tab out from the adjuster body located in
the middle of the cable.
31. Move the shift lever from the PARK position to reverse and back to the PARK position and turn
the ignition key to the OFF position.
32. Press the white adjustment tab inwards until it locks in place. Verify proper operation by
performing Steps 26-29.
33. install the radio assembly.
34. Install the upper steering column cover.
35. Install the lower steering column cover and position the shift lever seal in place.
36. Install the tilt lever.
37. Install the instrument cluster bezel and ignition lock/switch bezel.
38. Install the driver's side knee bolster.
39. Install the driver's side knee bolster cover.
40. Install the left side lower instrument panel insulator.
41. Enable the SIR system.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Shift Cable: >
00-07-30-018 > Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move
Technical Service Bulletin # 00-07-30-018 Date: 001101
Shift Lever/Ignition Cylinder - High Effort To Move
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-018
Date: November, 2000
Subject: High Effort Required to Turn Ignition key and Remove Shift Lever from Park Position
(Replace Transmission Shift Control Cable Assembly and Fasteners)
Models: 2000 Chevrolet Impala 2000 Pontiac Bonneville with column shift only
Condition Some owners of vehicles that have the transmission shift lever mounted on the steering
column may comment that they have difficulty removing the transmission shift lever from the park
position. In addition, some may also comment that it takes a high amount of effort to rotate or turn
the ignition key.
Cause The steering column mounted transmission linear shift control cable that attaches to the
ignition switch may be too long and may also be routed incorrectly.
Correction Replace the steering column mounted transmission linear shift control and cable
assembly with a new assembly that has a shorter cable and an adjustment feature. Use the
following service procedure for installing and adjusting. For additional information and fastener
torque specifications, see the Steering Column sub-section in the Steering section, and the
Instrument Panel sub-section in the Body and Accessories section of the appropriate Service
Manual.
Parts Information
IMPALA MODELS
BONNEVILLE MODEL
Parts are currently available from GMSPO.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Shift Cable: >
00-07-30-018 > Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move > Page 7521
For vehicles repaired under warranty, use the table.
Disclaimer
Impala Service Procedure
1. Disable the SIR system.
2. Remove the left side lower instrument panel insulator.
3. Remove the lower steering column filler panel.
4. Remove the aluminum knee bolster bracket.
5. Remove the tilt ever.
6. Remove the lower steering column cover.
7. Remove the upper steering column cover.
8. Remove the two nuts attaching the column to the column support and lower the column.
Important:
The plastic tie bands removed in the next step have to be reinstalled or replaced when servicing
the linear shift control cable assembly. Also do not remove the plastic tie bands from the new
assembly.
9. Remove (cut) any plastic tie bands that secure or route the cable assembly to the ignition switch.
10. Depress the black tab on the end of the cable and pull the cable out of the backside of the
ignition switch/lock cylinder assembly.
11. Disconnect the transmission shift cable and the brake/transmission shift interlock red from tee
linear shift control cable assembly.
12. Remove the shift lever retaining screw. Discard the screw and remove the lever.
13. Remove the three screws that attach the linear shift control cable assembly to the steering
column and discard the three screws.
14. Remove the linear shift control cable assembly from the steering column and vehicle.
15. Install the new linear shift control cable assembly, P/N 26064241, on the steering column
secure with three new screws, P/N 26020231.
16. Install the shift lever and secure with new screw, P/N 26086313.
17. Connect the transmission shift cable and the brake/transmission shift interlock rod to the linear
shift control cable assembly.
18. Insert the cable into the backside of the ignition switch/lock cylinder assembly and lock in place.
19. Raise the steering column to the column support and secure with two nuts.
20. Verify cable routing for clearance with brake switches.
21. Move the shift lever from PARK to reverse and back to the PARK position and turn the ignition
key to the OFF position.
22. Verify that shift lever cannot be removed from PARK when the ignition key is in the OFF
position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Shift Cable: >
00-07-30-018 > Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move > Page 7522
23. Turn the ignition key to the ON position and verify that the shift lever can be removed from
PARK.
24. Return the shift lever to the PARK position and verify that the ignition key can be turned to the
OFF position and removed without difficulty. If key can be removed without difficulty, proceed to
Step 28. If the key cannot be removed or requires high effort, proceed to Step 25.
25. Adjust the cable length by moving the white adjustment tab outwards from the adjuster body
located in the middle of the cable.
26. Move the shift lever from PARK to reverse and back to the PARK position and turn the ignition
key to the OFF position.
27. Press the white adjustment tab inwards until it locks in place. Verify proper operation by
performing Steps 21-24.
28. Install the upper steering column cover.
29. Install the lower steering column cover and position the shift lever seal in place.
30. Install the tilt lever.
31. Install the aluminum knee bolster bracket.
32. Install the lower steering column filler panel.
33. Install the left side lower instrument panel filler.
34. Enable the SIR system.
Bonneville Service Procedure
1. Disable SIR system.
2. Remove left side lower instrument panel insulator.
3. Remove the driver's side knee bolster cover.
4. Remove the driver's side knee bolster.
5. Remove the ignition lock/switch bezel.
6. Remove the instrument cluster bezel.
7. Remove the tilt lever.
8. Remove the lower steering column cover.
9. Remove the upper steering column cover.
10. Remove two nuts and loosen two bolts to lower steering column for access to linear shift
control cable assembly.
Important:
The plastic tie bands removed in the next step have to be reinstalled or replaced when servicing
the linear shift control cable assembly. Also, do not remove the plastic tie bands from the new
assembly.
11. Remove (cut) any plastic tie bands that secure or route the cable assembly to the ignition
switch.
12. Disconnect the transmission shift cable and the brake/transmission safety interlock rod from the
linear shift control cable assembly.
13. Remove the shift lever retaining screw. Discard the screw and remove the shift lever.
14. Remove the three screws attaching the linear shift control cable assembly to the steering
column and discard the screws.
15. Remove the radio assembly.
16. Remove the ignition lock/switch assembly from the instrument panel.
17. Depress the black tab on the end of the cable and pull the cable out of the backside of the
ignition lock/switch assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Shift Cable: >
00-07-30-018 > Nov > 00 > Shift Lever/Ignition Cylinder - High Effort To Move > Page 7523
18. Remove the linear shift control cable assembly from the steering column and vehicle.
19. Install the new linear shift control cable assembly, P/N 26089928, on the steering column and
secure with three new screws, P/N 26071469.
20. Install the shift lever and secure with new screw, P/N 26086318.
21. Connect the transmission shift cable and the brake/transmission shift interlock rod to the linear
shift control cable assembly.
22. Insert the cable into the backside of the ignition lock/switch assembly and lock into place.
23. Install the ignition lock/switch assembly in the instrument panel.
24. Raise the steering column and install and the tighten nuts and bolts.
25. Verify cable routing for clearance with brake switches.
26. Move the shift lever from the PARK position to reverse and back to the PARK position and turn
the ignition key to the OFF position.
27. Verify that the shift lever cannot be removed from PARK when the ignition key is in the OFF
position.
28. Turn the ignition key to the ON position and verify that the shift lever can be removed from
PARK.
29. Return the shift lever to the PARK position and verify that the ignition key can be turned to the
OFF position and removed without difficulty. If the key can be removed without difficulty, proceed to
Step 33. If the key cannot be removed or requires high effort, proceed to Step 30.
30. Adjust the cable length by pulling the white adjustment tab out from the adjuster body located in
the middle of the cable.
31. Move the shift lever from the PARK position to reverse and back to the PARK position and turn
the ignition key to the OFF position.
32. Press the white adjustment tab inwards until it locks in place. Verify proper operation by
performing Steps 26-29.
33. install the radio assembly.
34. Install the upper steering column cover.
35. Install the lower steering column cover and position the shift lever seal in place.
36. Install the tilt lever.
37. Install the instrument cluster bezel and ignition lock/switch bezel.
38. Install the driver's side knee bolster.
39. Install the driver's side knee bolster cover.
40. Install the left side lower instrument panel insulator.
41. Enable the SIR system.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > Page 7524
Shift Cable: Specifications
Automatic Transmission Range Selector Cable Bracket Bolts 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > Page 7525
Shift Cable: Adjustments
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
Notice: Adjust the automatic transaxle range selector cable while the transaxle and while the gear
selector are in the Neutral position only. Failure to do so may cause misadjustment.
1. Set the parking brake. 2. Block the wheels. 3. Disconnect the shift cables at both ends with the
system in Neutral.
Notice: Do NOT attempt to separate the metal couplings. Replace both cable pieces if the metal
couplings are separated. Both of the cable sections will be damaged if the two metal couplings are
disconnected.
4. Push up to the adjustment position to release the adjuster until the cable housings separate.
5. Depress the adjuster clip once. This mobilizes the adjuster housing toward the transaxle end
fitting. 6. Line up the end fittings so they slide together until you feel the parts cam together and
lock.
7. Depress the adjuster clip completely. This locks the cable into its adjusted service position. 8.
Pull the conduit in the opposite direction to assure full system adjustment of the shift cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Technical Service Bulletins > Page 7526
Important: The horseshoe clip with the tab is flush when fully engaged.
9. Ensure the conduit is fully engaged.
10. The horseshoe clip with the tab is not flush when not fully engaged. 11. Install the shift cable to
the retainers.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement
Shift Cable: Service and Repair Automatic Transmission Range Selector Cable Replacement
New Cable Installation Only
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
1. Set the parking brake. 2. Block the wheels. 3. Place the transaxle in the Neutral position. 4.
Place the shift control in the Neutral position. 5. Connect each cable section to the following before
connecting the two cable sections:
- To the automatic transaxle range selector lever and shift cable bracket.
- To the column or the console shift control and retainer or wiring harness clip.
6. Insert the metal end fitting of the shift control cable into the transaxle cable end. 7. Use the
molded end fittings to push the metal end fitting of the shift control cable and the transaxle cable
end together until the metal post snaps
into place.
8. Depress the adjuster clip once. This mobilizes the adjuster housing toward the transaxle end
fitting. 9. Line up the end fittings so they slide together until you feel the parts cam together and
lock.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7529
10. Depress the adjuster clip completely. This locks the cable into its adjusted service position. 11.
Pull the conduit in the opposite direction to assure full system adjustment of the shift cable.
Important: The horseshoe clip with the tab, is flush when fully engaged.
12. Ensure the conduit is fully engaged.
13. The selector cable is not fully engaged if the horseshoe clip is not flush with the tab.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7530
14. Install the shift cable to the retainers.
At Manual Shaft
Removal Procedure
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
1. Remove the throttle body air inlet duct. Refer to Air Cleaner Assembly Replacement in
Powertrain Management. 2. Remove the automatic transaxle range selector cable from the
retainers. 3. Remove the automatic transaxle range selector cable from the automatic transaxle
range selector lever.
4. Remove the automatic transaxle range selector cable from the automatic transaxle range
selector cable bracket. 5. Remove the automatic transaxle range selector cable from the shift
control. Refer to Automatic Transmission Range Selector Cable Replacement
(New Cable Installation Only) or Automatic Transmission Range Selector Cable Replacement (At
Manual Shaft) or Automatic Transmission Range Selector Cable Replacement (At Console Shift
Control) or Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
6. Pull the automatic transaxle range selector cable through the dash from the engine compartment
side.
Installation Procedure
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7531
1. Insert the automatic transaxle range selector cable through the dash from the engine
compartment side. 2. Install the automatic transaxle range selector cable to the automatic transaxle
range selector cable bracket.
3. Install the automatic transaxle range selector cable to the automatic transaxle range selector
lever. 4. Install the automatic transaxle range selector cable to the retainers. 5. Install the automatic
transaxle range selector cable to the shift control. Refer to Automatic Transmission Range Selector
Cable Replacement (New
Cable Installation Only) or Automatic Transmission Range Selector Cable Replacement (At Manual
Shaft) or Automatic Transmission Range Selector Cable Replacement (At Console Shift Control) or
Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
6. Adjust the automatic transaxle range selector cable. Refer to Automatic Transmission Range
Selector Cable Adjustment. 7. Install the throttle body air inlet duct. Refer to Air Cleaner Assembly
Replacement in Powertrain Management.
At Console Shift Control
Removal Procedure
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7532
1. Remove the automatic transaxle range selector cable from wiring harness retainers in the engine
compartment. 2. Remove the console. Refer to Console Replacement - Front Floor (Impala) or
Console Replacement - Front Floor (Monte Carlo) in Instrument
Panel, Gauges and Warning Indicators.
3. Pull the carpet back to expose the automatic transaxle range selector cable. Refer to Carpet
Replacement - Front in Body and Frame. 4. Remove the automatic transaxle range selector cable
from the retainers in the passenger compartment.
5. Disengage the automatic transaxle range selector cable retainer to the console shift control.
6. Remove the automatic transaxle range selector cable retainer from the console shift control.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7533
7. Remove the automatic transaxle range selector cable from the console shift control.
8. Remove the automatic transaxle range selector cable through the hole in the cowl. 9. Remove
the automatic transaxle range selector cable from the manual shaft. Refer to Automatic
Transmission Range Selector Cable Replacement
(New Cable Installation Only) or Automatic Transmission Range Selector Cable Replacement (At
Manual Shaft) or Automatic Transmission Range Selector Cable Replacement (At Console Shift
Control) or Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
Installation Procedure
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
1. Properly route and position the automatic transaxle range selector cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7534
2. Install the automatic transaxle range selector cable through the hole in the cowl. 3. Install the
automatic transaxle range selector cable to the manual shaft. Refer to Automatic Transmission
Range Selector Cable Replacement (New
Cable Installation Only) or Automatic Transmission Range Selector Cable Replacement (At Manual
Shaft) or Automatic Transmission Range Selector Cable Replacement (At Console Shift Control) or
Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
4. Install the automatic transaxle range selector cable through the console shift control bracket.
5. Install the automatic transaxle range selector cable to the console shift control.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7535
6. Engage the automatic transaxle range selector cable retainer to the console shift control. 7.
Install the automatic transaxle range selector cable to the retainers in the passenger compartment.
8. Install the carpet into position. Refer to Carpet Replacement - Front in Body and Frame. 9. Install
the console. Refer to Console Replacement - Front Floor (Impala) or Console Replacement Front
Floor (Monte Carlo) in Instrument Panel,
Gauges and Warning Indicators.
10. Install the automatic transaxle range selector cable to the wiring harness retainers in the engine
compartment. 11. Adjust the automatic transaxle range selector cable. Refer to Automatic
Transmission Range Selector Cable Adjustment.
At Column Shift Control
Removal Procedure
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
1. Remove the automatic transaxle range selector cable retainer from the stud in the engine
compartment. 2. Remove the steering column trim panel. Refer to Steering Column Filler
Replacement in Instrument Panel, Gauges and Warning Indicators.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7536
3. Remove the automatic transaxle range selector cable from the shift control lever. 4. Remove the
automatic transaxle range selector cable from the manual shaft. Refer to Automatic Transmission
Range Selector Cable Replacement
(New Cable Installation Only) or Automatic Transmission Range Selector Cable Replacement (At
Manual Shaft) or Automatic Transmission Range Selector Cable Replacement (At Console Shift
Control) or Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
5. Remove the automatic transaxle range selector cable through the hole in the dash.
Installation Procedure
Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions.
1. Install the automatic transaxle range selector cable through the hole in the dash.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7537
2. Properly route and position the automatic transaxle range selector cable. 3. Install the automatic
transaxle range selector cable to the manual shaft. Refer to Automatic Transmission Range
Selector Cable Replacement (New
Cable Installation Only) or Automatic Transmission Range Selector Cable Replacement (At Manual
Shaft) or Automatic Transmission Range Selector Cable Replacement (At Console Shift Control) or
Automatic Transmission Range Selector Cable Replacement (At Column Shift Control).
4. Install the automatic transaxle range selector cable to the shift control lever. 5. Install the
steering column trim panel. Refer to Steering Column Filler Replacement in Instrument Panel,
Gauges and Warning Indicators.
6. Install the automatic transaxle range selector cable retainer to the stud in the engine
compartment. 7. Adjust the transaxle side automatic transaxle range selector cable. Refer to
Automatic Transmission Range Selector Cable Adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7538
Shift Cable: Service and Repair Automatic Transmission Range Selector Cable Bracket
Replacement
Removal Procedure
1. Remove the throttle body air inlet duct. Refer to Powertrain Management. 2. Remove the
automatic transaxle range selector cable from the automatic transaxle range selector [ever.
3. Remove the clip then release the cable from the range selector cable bracket.
4. Remove the automatic transaxle range selector cable bracket bolts. 5. Remove the automatic
transaxle range selector cable bracket from the automatic transaxle.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Shift Linkage, A/T >
Shift Cable, A/T > Component Information > Service and Repair > Automatic Transmission Range Selector Cable
Replacement > Page 7539
1. Install the automatic transaxle range selector cable bracket to the automatic transaxle.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the automatic transaxle range selector cable bracket bolts.
- Tighten the automatic transaxle range selector cable bracket bolts to 25 Nm (18 ft. lbs.).
3. Install the automatic transaxle range selector cable to the bracket. 4. Install the retaining clip.
5. Install the automatic transaxle range selector cable to the automatic transaxle range selector
lever. 6. Adjust the automatic transaxle range selector cable if necessary. Refer to Automatic
Transmission Range Selector Cable Adjustment 7. Install the throttle body air inlet duct. Refer to
Powertrain Management.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component
Information > Technical Service Bulletins > Customer Interest for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E,
No Reverse/2nd or 4th Gear
Sun Gear: Customer Interest A/T - 4L60/65E, No Reverse/2nd or 4th Gear
TECHNICAL
Bulletin No.: 00-07-30-022D
Date: June 10, 2008
Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust
Heat Treated Parts)
Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2
with 4L60/65-E Automatic Transmission (RPOs M30 or M32)
Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please
discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a no reverse, no second or no fourth gear condition. First and
third gears will operate properly.
Cause
The reaction sun gear (673) may not hold inside the reaction sun shell (670).
Correction
Important:
There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the
2001 model year and prior that make use of a reaction shaft to shell thrust washer:
^ The sun shell can be identified by four square holes used to retain the thrust washer. Use
reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and
reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the
appropriate seals and washers listed below.
^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun
shell: It is possible that some 2001 and prior model year vehicles have had previous service to the
reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction
Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust
washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT
have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns
24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed
below.
^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust
bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun
shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and
reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and
washers listed below.
^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction
carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a
sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A)
and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below
should also be used.
When servicing the transmission as a result of this condition, the transmission oil cooler and lines
MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052.
Follow the service procedure below for diagnosis and correction of the no reverse, no second, no
forth condition.
Important:
If metallic debris is found on the transmission magnet, the transmission must be completely
disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal
transmission components. This should not be confused with typical "normal" fine particles found on
all transmission magnets. Failure to properly clean the transmission case and internal components
may lead to additional repeat repairs.
1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal
debris. Refer to SI Document ID # 825141.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component
Information > Technical Service Bulletins > Customer Interest for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E,
No Reverse/2nd or 4th Gear > Page 7548
2. Remove the transmission from the vehicle. Refer to the appropriate SI document.
Important:
^ Inspect all the transmission components for damage or wear. Replace all damaged or worn
components. The parts shown above should be sufficient to correct this concern.
^ This condition does not normally require replacement of the transmission completely.
Components such as clutches, valve body, pump and torque converters will NOT require
replacement to correct this condition.
Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit
Repair Manual - Repair Instructions.
3. Reinstall the transmission in the vehicle. Refer to appropriate service information.
When servicing the transmission as a result of this condition, the transmission oil cooler and lines
MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component
Information > Technical Service Bulletins > Customer Interest for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T - 4L60/65E,
No Reverse/2nd or 4th Gear > Page 7549
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T
- 4L60/65E, No Reverse/2nd or 4th Gear
Sun Gear: All Technical Service Bulletins A/T - 4L60/65E, No Reverse/2nd or 4th Gear
TECHNICAL
Bulletin No.: 00-07-30-022D
Date: June 10, 2008
Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust
Heat Treated Parts)
Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2
with 4L60/65-E Automatic Transmission (RPOs M30 or M32)
Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please
discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle).
Condition
Some customers may comment on a no reverse, no second or no fourth gear condition. First and
third gears will operate properly.
Cause
The reaction sun gear (673) may not hold inside the reaction sun shell (670).
Correction
Important:
There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the
2001 model year and prior that make use of a reaction shaft to shell thrust washer:
^ The sun shell can be identified by four square holes used to retain the thrust washer. Use
reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and
reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the
appropriate seals and washers listed below.
^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun
shell: It is possible that some 2001 and prior model year vehicles have had previous service to the
reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction
Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust
washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT
have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns
24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed
below.
^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust
bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun
shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and
reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and
washers listed below.
^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction
carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a
sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A)
and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below
should also be used.
When servicing the transmission as a result of this condition, the transmission oil cooler and lines
MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052.
Follow the service procedure below for diagnosis and correction of the no reverse, no second, no
forth condition.
Important:
If metallic debris is found on the transmission magnet, the transmission must be completely
disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal
transmission components. This should not be confused with typical "normal" fine particles found on
all transmission magnets. Failure to properly clean the transmission case and internal components
may lead to additional repeat repairs.
1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal
debris. Refer to SI Document ID # 825141.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T
- 4L60/65E, No Reverse/2nd or 4th Gear > Page 7555
2. Remove the transmission from the vehicle. Refer to the appropriate SI document.
Important:
^ Inspect all the transmission components for damage or wear. Replace all damaged or worn
components. The parts shown above should be sufficient to correct this concern.
^ This condition does not normally require replacement of the transmission completely.
Components such as clutches, valve body, pump and torque converters will NOT require
replacement to correct this condition.
Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit
Repair Manual - Repair Instructions.
3. Reinstall the transmission in the vehicle. Refer to appropriate service information.
When servicing the transmission as a result of this condition, the transmission oil cooler and lines
MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Sun Gear > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Sun Gear: > 00-07-30-022D > Jun > 08 > A/T
- 4L60/65E, No Reverse/2nd or 4th Gear > Page 7556
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter >
Component Information > Technical Service Bulletins > A/T - Torque Converter Replacement Information
Torque Converter: Technical Service Bulletins A/T - Torque Converter Replacement Information
INFORMATION
Bulletin No.: 01-07-30-010C
Date: May 12, 2008
Subject: Automatic Transmission/Transaxle Torque Converter Replacement
Models: 2009 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 2009
and Prior Saturn Cars and Light Duty Trucks (Except VTi Equipped Vehicles (RPO M16 and M75)
2009 and Prior Saab 9-7X
with ALL Automatic Transmissions and Transaxles
Supercede:
This bulletin is being revised to add the 2007-2009 model years. Please discard Corporate Bulletin
Number 01-07-30-010B (Section 07 - Transmission/Transaxle).
The purpose of this bulletin is to help technicians determine when a torque converter should be
replaced. Below is a list of general guidelines to follow.
The converter should NOT be replaced if the following apply:
^ DTC P0742 - TCC stuck on is set. This code is almost always the result of a controls condition
(i.e. stuck TCC solenoid/valve). Experience has shown that this code rarely indicates a mechanical
concern within the torque converter.
^ The fluid has an odor or is discolored but no evidence of metal contamination.
^ Fine metal particles (traces of metal flakes/gray color to fluid ) are found in the converter. This is
not harmful to the torque converter.
^ The vehicle has been exposed to high mileage.
^ A small amount of wear appears on the hub where the oil pump drive gear mates to the converter
(RWD only). A certain amount of such wear is normal for both the hub and oil pump gear. Neither
the converter nor the front pump assembly should be replaced.
The torque converter should be replaced under any of the following conditions:
^ The vehicle has TCC shudder and/or no TCC apply. First complete all electrical and hydraulic
diagnosis and check for proper engine operation. The converter clutch may be damaged. Also the
converter bushing and/or internal 0-ring may be damaged.
^ Evidence of damage to the oil pump assembly pump shaft turbine shaft drive sprocket support
and bearing or metal chips/debris in the converter.
^ Metal chips/debris are found in the converter or when flushing the cooler and the cooler lines.
^ External leaks in the hub weld area lug weld or closure weld.
^ Converter pilot is broken damaged or fits poorly into the crankshaft.
^ The converter hub is scored or damaged.
^ The transmission oil is contaminated with engine coolant engine oil or water.
^ If excessive end play is found after measuring the converter for proper end play (refer to Service
Manual).
^ If metal chips/debris are found in the fluid filter or on the magnet and no internal parts in the unit
are worn or damaged. This indicates that the material came from the converter.
^ The converter has an unbalanced condition that results in a vibration that cannot be corrected by
following Converter Vibration Procedures.
^ Blue converter or dark circular ring between lugs. This condition will also require a complete
cleaning of the cooler and a check for adequate flow
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter >
Component Information > Technical Service Bulletins > A/T - Torque Converter Replacement Information > Page 7561
through the cooler.
^ Converter bearing noise determined by noise from the bell housing area in Drive or Reverse at
idle. The noise is gone in Neutral and Park.
^ If silicon from the viscous clutch is found in the lower pan (4T80-E ONLY).
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter >
Component Information > Technical Service Bulletins > Page 7562
Torque Converter: Specifications
Automatic Transmission Torque Converter Bolts 47 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter >
Component Information > Technical Service Bulletins > Page 7563
Torque Converter: Testing and Inspection
For testing of this component and the system that it is a part of, refer to Automatic
Transmission/Transaxle Testing and Inspection.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Check Valve > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line
Fitting
Torque Converter Check Valve: Technical Service Bulletins A/T - Revised Converter Check
Valve/Cooler Line Fitting
INFORMATION
Bulletin No.: 04-07-30-017B
Date: November 25, 2008
Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler
Fitting and Torque Converter Drain Back Check Ball Change
Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks
with one of the HYDRA-MATIC(R) Automatic Transmissions shown above.
Supercede:
This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin
Number 04-07-30-017A (Section 07 - Transmission/Transaxle).
Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings
have changed and are not interchangeable with past models. The technician may find that when
replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the
transmission.
A change to the transmission cooler line fittings was implemented in production on February 1,
2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler
line fittings with the longer lead in pilot will not fit on models built before February 1, 2004.
The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2)
(3/8-18 NPSF w/check ball & 1/4-18 NPSF).
If the transmission cooler lines will not connect, then replace them with the following cooler line
fittings as appropriate with the older, shorter lead in pilot design:
^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N
20793004.
^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second
design P/N 15264588.
^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N
20793005.
^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second
design P/N 15264589.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Check Valve > Component Information > Technical Service Bulletins > A/T - Revised Converter Check Valve/Cooler Line
Fitting > Page 7568
The torque specification has changed for the fittings to case. The torque has changed from 38 Nm
(28 lb ft) to 32 Nm (23 lb ft).
Tighten
Tighten the new cooler fittings to 32 Nm (23 lb ft).
The converter drain back check ball (420C) has been removed from the cooler line fitting and is
now located in the channel plate.
If you get a concern of no movement in the morning or after sitting for several hours, the cooler
check ball should be inspected.
The best way to determine where the check ball is located is to look at the cooler line fittings. The
old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check
ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler
check ball.
Parts Information
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Clutch Solenoid, A/T > Component Information > Locations
Torque Converter Clutch Solenoid: Locations
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Clutch Solenoid, A/T > Component Information > Locations > Page 7572
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Clutch Solenoid, A/T > Component Information > Locations > Page 7573
Torque Converter Clutch Solenoid: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the torque converter clutch PWM solenoid (334).
Installation Procedure
1. Install the torque converter clutch PWM solenoid (334). 2. Connect the transaxle wiring harness.
3. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Cover > Component Information > Specifications
Torque Converter Cover: Specifications
Automatic Transmission Torque Converter Cover Bolts 89 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Cover > Component Information > Service and Repair > Torque Converter Cover Replacement
Torque Converter Cover: Service and Repair Torque Converter Cover Replacement
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the torque converter cover
bolts. 3. Remove the torque converter covers from the transaxle.
Installation Procedure
1. Install the torque converter covers.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the torque converter cover bolts.
- Tighten the torque converter cover bolts to 10 Nm (89 inch lbs.).
3. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Torque Converter
Cover > Component Information > Service and Repair > Torque Converter Cover Replacement > Page 7579
Torque Converter Cover: Service and Repair Flywheel to Torque Converter Bolts
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the torque converter covers.
Refer to Torque Converter Cover Replacement. 3. Remove the flywheel to torque converter bolts.
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the flywheel to torque converter bolts.
- Tighten the flywheel to torque converter bolts to 63 Nm (47 ft. lbs.).
2. Install the torque converter covers. Refer to Torque Converter Cover Replacement 3. Lower the
vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush
Transmission Cooler: Technical Service Bulletins A/T - Fluid Oil Cooler Flush
INFORMATION
Bulletin No.: 02-07-30-052G
Date: March 02, 2011
Subject: Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096
TransFlow(R)
Models:
2011 and Prior Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010
HUMMER H3 with Automatic Transmission/Transaxle including Allison(R) Transmissions
Supercede: This bulletin is being revised to update the model years. Please discard Corporate
Bulletin Number 02-07-30-052F (Section 07 - Transmission/Transaxle).
Important All labor operations that include removal of the transmission from the vehicle include
labor time to flush the transmission oil cooler system.
The J 45096 transmission oil cooling system flush and flow test tool replaces current tool J
35944-A. J 45096 is a self-contained unit utilizing a 12-volt flow meter, shop air supply and
DEXRON(R) VI automatic transmission fluid (ATF). In the flush mode, transmission fluid is cycled
through the transmission oil cooling system. High-pressure air is automatically injected into the fluid
stream adding agitation to the ATF oil to enhance the removal of contaminated ATF oil and debris.
In the flow mode, an electronic flow meter is used to measure the flow capability of the ATF oil
cooling system. A digital display indicates the ATF oil flow rate in gallons per minute (GPM) along
with the amount of ATF oil in the supply vessel, supply vessel ATF oil temperature, machine cycles
and the operating mode. The supply oil vessel has 30 L (32 qt) capacity and the waste oil vessel
has 32 L (34 qt) capacity. The waste oil vessel is constructed of a translucent composite material
that allows the user to easily identify the oil level. The waste oil vessel can accommodate vacuum
evacuation and gravity draining. In the code mode, a random, encrypted code is generated that can
be used for verification of flow test results.
Current essential cooler line adapters are used to connect the J 45096 to the automatic
transmission oil cooler lines that allows J 45096 to adapt to General Motors passenger cars and
light duty trucks, current and past models (except the Pontiac Vibe, Wave and Chevrolet Aveo).
The tool may be adapted for use on the Pontiac Vibe, Wave and Chevrolet Aveo by dealership
personnel with a barbed hose connector and rubber hose obtained locally. The
Vibe's/Wave's/Aveo's transmission has a transmission oil requirement which is slightly different
than DEXRON(R) VI ATF. However, flushing the cooler with DEXRON(R) VI automatic
transmission fluid is an acceptable service procedure. Very little fluid remains in the cooler after the
flush procedure and the residual DEXRON(R) VI ATF in the cooler is compatible with the
Vibe's/Wave's/Aveo's transmission fluid.
Notice
Insufficient oil flow through the ATF oil cooling system will cause premature transmission failure.
The required minimum ATF oil flow rate reading is directly related to the supply oil temperature.
Refer to the flow rate reference chart for the oil flow rate specification based on the temperature of
the ATF in the supply vessel.
Helpful Hints for Maintaining the Temperature at or above 18°C (65°F)
Important
- The temperature of the supply vessel oil must be 18°C (65°F) or greater for J 45096 to operate. It
is recommended to store the J 45096 in an area of the dealership where the room temperature
remains at or above 18°C (65°F) when not in use.
- Do not attempt to increase the fluid temperature in the Transflow(R) machine with an engine oil
dipstick, or any other immersion type heater. The Transflow(R) machine has a check valve in the
supply reservoir. Inserting a heater will damage the check valve and the subsequent repair
expense would be the dealer's responsibility.
- A heater blanket, P/N J-45096-10, is available for the Transflow(R) transmission cooling system
flushing tool. This heater fastens around the Transflow(R) internal supply vessel and runs on 110
volts AC. The heater will warm the ATF in the supply vessel to at least 18°C (65° F) and has a
thermostat to hold a constant temperature.
Store the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine in a room
where the temperature is maintained at or above 18°C (65°F).
Keep the ATF level in the reservoir low when the Transmission Cooling System Service Tool, J
45096, Transflow(R), is not in use. Store several gallons of oil in an area where the temperature is
maintained at or above 18°C (65°F). Fill the reservoir of the J 45096 as needed before using the
machine on
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7584
each repair.
With the ATF in a tightly sealed container, place the container in a tub of hot water for a period of
time. Then pour the ATF into the reservoir. This method works best with a low fluid level in the
reservoir.
Place the Transflow(R) machine in the direct sunlight with the cabinet door open to expose the
reservoir to the rays of the warm sun.
Flush / Flow Test Procedure
Important All labor operations that include removal of the transmission from the vehicle and require
the transmission oil pan or transmission side cover to be removed include labor time to flush the
transmission oil cooler system.
Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the
appropriate procedure.
Important The J 45096 can be used to flush the transmission oil cooler system on an Allison
equipped vehicle, but the flow meter should not be utilized. Refer to SI for Automatic Transmission
Oil Cooler Flushing and Flow Test J 45096 for the appropriate flow check procedure.
Machine Displays
After completion of the flush and flow test, the following information is to be recorded on the repair
order. This information is displayed on the Transmission Cooling System Service Tool, J 45096,
Transflow(R) machine when the dial is in the code position.
- Tested flow rate (displayed in Gallons Per Minute (GPM)
- Temperature (displayed is degrees Fahrenheit)
- Cycle number (a number)
- Seven digit Alpha/Numeric flow code (i.e. A10DFB2)
Warranty Information
Important All labor operations that include removal of the transmission from the vehicle include
labor time to flush the transmission oil cooler system.
Performing a transmission oil cooling system flush and flow test will use between 4.7-7.5 L (5-8 qts)
of DEXRON(R)VI transmission fluid. The amount
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7585
of transmission fluid (ATF), (DEXRON(R)VI) (fluid) that is to be charged for the flush portion of the
repair should not exceed the allowable charge for 7.5 L (2 gal) of fluid. This expense should be
shown in the Parts Section of the warranty claim document.
The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card and
placed in the comments section of the warranty claim. Any repair that requires the technician to
contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent
will request the seven digit flow code and add the information to the PQC case prior to providing
authorization for the warranty claim.
The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card,
entered in the warranty claim labor operation Flush Code additional field (when available) and
placed in the comments section of the warranty claim. Any repair that requires the technician to
contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent
will request the seven digit flow code and add the information to the PQC case prior to providing
authorization for the warranty claim.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7586
Transmission Cooler: Technical Service Bulletins A/T - Water Or Coolant Contamination
Information
INFORMATION
Bulletin No.: 08-07-30-035B
Date: November 01, 2010
Subject: Information on Water or Ethylene Glycol in Transmission Fluid
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission
Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin
Number 08-07-30-035A (Section 07 - Transmission/Transaxle).
Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission
components and will have a negative effect on reliability and durability of these parts. Water or
ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder
during engagement or gear changes, especially during torque converter clutch engagement.
Indications of water in the ATF may include:
- ATF blowing out of the transmission vent tube.
- ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a
strawberry milkshake.
- Visible water in the oil pan.
- A milky white substance inside the pan area.
- Spacer plate gaskets that appear to be glued to the valve body face or case.
- Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not
compressed.
- Rust on internal transmission iron/steel components.
If water in the ATF has been found and the source of the water entry has not been identified, or if a
leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in
the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of
ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be
obtained and the ATF tested to make an accurate decision on the need for radiator replacement.
This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking
and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These
test kits can be obtained from:
Nelco Company
Test kits can be ordered by phone or through the website listed above. Orders are shipped
standard delivery time but can be shipped on a next day delivery basis for an extra charge. One
test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost
of the complete test kit plus shipping charges should be divided by 10 and submitted on the
warranty claim as a net item.
The transmission should be repaired or replaced based on the normal cost comparison procedure.
Important If water or coolant is found in the transmission, the following components MUST be
replaced.
- Replace all of the rubber-type seals.
- Replace all of the composition-faced clutch plates and/or bands.
- Replace all of the nylon parts.
- Replace the torque converter.
- Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
Important The following steps must be completed when repairing or replacing.
Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number
02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096
TransFlow.
- Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7587
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7588
Transmission Cooler: Technical Service Bulletins A/T - Oil Cooler Flushing Frequently Asked
Questions
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 03-07-30-027
Date: June, 2003
INFORMATION
Subject: Most Frequently Asked Questions and Answers for J 45096 TransFlow Transmission Oil
Cooling System Flushing Machine
Models: 2004 and Prior Passenger Cars and Light Duty Trucks with Automatic
Transmission/Transaxle
2004 and Prior HUMMER H2
This bulletin is issued to help answer the most frequently asked questions and concerns about
essential tool J 45096.
Q: Why doesn't the machine work below 18°C (65°F)?
A: The flow characteristics of ATF at temperatures below 18°C (65°F) does not provide accurate
flow test results with the electronics used in the J
45096.
Q: Why didn't the unit come with a tank heater?
A: The vast majority of dealerships do not require a heater to keep the ATF above 18°C (65°F). As
a result, the heater was deleted as a cost-savings
measure. A tank heater, J 45096-10, is currently available from Kent-Moore if your dealership
requires it. Refer to Corporate Bulletin Number 03-07-30-002A for suggestions on warming the ATF
without using a heater blanket.
Q: Why does the machine fail new oil coolers?
A: Several reasons have been found. The most likely reason is the air pressure at the air hose
connected to the J 45096 is less than 586 kPa (85 psi).
Other reasons include a twisted hose inside the J 45096 at the bulkhead as a result of the nut
turning when the waste or supply hose was installed, the internal pressure regulator was
improperly set at the factory or a problem with the cooler lines on the vehicle. Perform the J 45096
self-test as described on pages 9 and 10 of the Operation Manual. If a problem is still detected,
refer to Troubleshooting on page 19 of the Operation Manual. If a problem still persists, contact
Kent-Moore Customer Service at 1-800-345-2233.
Q: What is the difference between steel and aluminum oil coolers?
A: The aluminum oil cooler tube is slightly thinner in construction than the steel oil cooler tube,
which affects the oil flow rate. The fitting that is
protruding out of the radiator tank easily identifies the aluminum oil cooler. Refer to the Quick
Reference card provided with the J 45096 in order to identify the proper flow rate for the aluminum
oil cooler.
Q: Why can't I use TransFlow for Allison transmission cooling Systems?
A: Validation of TransFlow is currently under development for light duty trucks equipped with the
Allison automatic transmission. TransFlow is based
on the existing MINIMUM flow rate specification through the transmission oil cooling system. The
Allison transmission oil cooling system only has MAXIMUM oil flow rates specified and J 45096
does not have the capability to test the transmission oil cooling system at the maximum oil flow rate
specification.
Q: Why doesn't GM publish a specification for auxiliary transmission oil coolers?
A: The auxiliary oil cooler used with GM vehicles does not contain an internal turbulator plate like
the radiator tank oil cooler does. Therefore, there is
no internal restriction that would affect the flow rate through the oil cooling system so a
specification for auxiliary oil cooler is not required. Keep in mind, kinks and damage to the auxiliary
cooler and lines can affect the flow rate through the system.
Q: Why did GM drop the labor time for transmission repairs?
A: The labor for flushing and flow testing the transmission oil cooling system is included with the
R&R; labor of the "K" labor operations that require
transmission removal. The time required to use the J 45096 to perform the flush and flow test is
much less than that of the J 35944-A. The warranty labor savings allowed GM to provide the J
45096 at no cost to dealerships.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7589
Q: Why didn't the machine come with the adapters to hook up to the car?
A: The J 45096 was designed to use the previously released essential cooler line adapters for the J
35944-A. All adapters are listed on page 17 of the
Operation Manual and can be ordered from Kent-Moore at 1-800-345-2233.
Q: How do I connect the J 45096 to a Catera, Prizm or a Vibe?
A: These vehicles, along with many other models, only require barbed fittings to connect to the
rubber cooler hose. These fittings are commercially
available and already found in many shops.
Q: Why didn't I receive an Operation Manual with the machine?
A: The Operation Manual was packaged in the upper portion of the shipping carton. If the shipping
carton was lifted off the base without opening the
top of the carton, the Operation Manual could have been discarded with the carton. Replacement
Operation Manual packages can be obtained from Kent-Moore Customer Service at
1-800-345-2233.
Q: Why can't I re-use the transmission fluid I use for flushing?
A: The very fine metal and clutch material debris from the transmission failure in the ATF causes
failures with the hall effect speed sensors that are used
to measure the flow rate. To avoid costly repairs, expensive filters, regular maintenance and
problems caused by a partially restricted filter, the filter was not included.
Q: What do I do if I need service on my machine?
A: Call Kent-Moore Customer Service at 1-800-345-2233. The J 45096 has a one-year warranty.
Q: Can I flush and flow engine oil coolers?
A: The engine oil cooler flow rates, the appropriate adapters and an acceptable procedure are
currently under development.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > A/T - Fluid Oil Cooler Flush > Page 7590
Transmission Cooler: Technical Service Bulletins A/T - Oil Cooler Flushing/Flow Check Procedures
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 99-07-30-017A
Date: February, 2003
INFORMATION
Subject: Automatic Transmission Oil Cooler Flushing and Flow Check Procedures
Models: 2003 and Prior GM Light Duty Trucks 2003 HUMMER H2 with Allison(R) Automatic
Transmission (RPO M74)
This bulletin revises bulletin 99-07-30-017 to reflect the release of the new Transflow(R) J 45096
Transmission Cooling System Service Tool. The Transflow(R) Transmission Cooling System
Service Tool is to be used for all vehicles. Please discard Corporate Bulletin Number 99-07-30-017
(Section 07 - Transmission/Transaxle). Refer to Corporate Bulletin Number 02-07-30-052.
Important:
If you were sent here by the instruction booklet for the J 45096 TransFlow(R) machine, note that
the table has been moved to Corporate Bulletin Number 02-07-30-052.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Technical Service Bulletins > Page 7591
Transmission Cooler: Specifications
Automatic Transmission Auxiliary Oil Cooler Bolts 18 ft.lb
Automatic Transmission Auxiliary Oil Cooler Pipe Fittings 17 ft.lb
Automatic Transmission Auxiliary Oil Cooler Nuts 97 in.lb
Oil Cooler Quick Connector 28 ft.lb
Oil Cooler Quick Connector with Checkball 28 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Service and Repair > Automatic Transmission Oil Cooler Flushing
Transmission Cooler: Service and Repair Automatic Transmission Oil Cooler Flushing
Oil Cooler Flushing Procedure
- Tool Required J 35944-A Oil Cooler and Line Flusher
Caution: Air supply must be equipped with a water and oil filter. This air supply must not exceed
825 kPa (120 psi). Excess air pressure may rupture the flushing cooler, causing personal injury.
1. Remove the fill cap on the J 35944-A. 2. Use 0.6 liters (20 ounces) of flushing solution to fill the J
35944-A. Follow the manufacturer's suggested procedures for the handling of the
solution. Do NOT overfill.
3. Replace the cap on the J 35944-A.
4. Pressurize the J 35944-A to 550 - 700 kPa (80 - 100 psi). 5. Connect a discharge hose to the
transaxle end of the oil cooler pipe that feeds the BOTTOM fitting of the oil cooler and clip the
discharge hose to
the oil drain container.
6. Connect the feed hose from the J 35944-A to the remaining oil cooler pipe. 7. Ensure the J
35944-A water valve is in the OFF position. 8. Connect the water supply to the J 35944-A. 9. Turn
the water supply on.
Caution: If water does not flow through the cooler, do not continue with the flushing procedure. The
cooling system may be plugged and excess pressure may rupture the cooler, causing personal
injury. Replace the cooler pipe or the cooler if necessary.
10. Turn the water valve to the ON position for about 10 seconds to flush the transaxle fluid. 11.
Close the water valve. 12. Clip the discharge hose to the 5 gallon pail. 13. Cover the pail with a
shop towel to prevent splashing. 14. Turn the water valve to the ON position. 15. Depress the
trigger to mix the flushing solution into the water flow. 16. Use the bale clip provided to hold the
trigger down. 17. Use water and the solution to flush the cooler for two minutes. 18. Attach the air
supply to the air valve located on the J 35944-A for three to five seconds every 15-20 seconds
during the flush. This creates a
surging action to ensure complete cleaning.
19. Release the trigger. 20. Turn the water valve off. 21. Disconnect both hoses from the oil cooler
pipes. 22. Reconnect the hoses to the pipes opposite the initial flush to perform a backflush. 23.
Repeat step 15 through step 19. 24. Release the trigger. 25. Allow water to rinse for one minute.
26. Turn the water valve off. 27. Turn the water supply off. 28. Attach the air supply to the air valve.
29. Dry the system out with air until no moisture is seen leaving the discharge hose. 30. Connect
the cooler feed pipe to the transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Service and Repair > Automatic Transmission Oil Cooler Flushing > Page 7594
31. Reconnect the discharge hose to the cooler return pipe. 32. Clip the discharge hose to the oil
drain container. 33. Start the engine after filling the transaxle with fluid. 34. Run the engine for 30
seconds. This removes any residual moisture from the oil cooler. A minimum of 1.9 liters (2 quarts)
of fluid should flow
during the 30 second period.
35. Perform the following steps if the fluid flow is insufficient:
35.1. Disconnect the feed line at the cooler.
35.2. Observe the flow while the engine is running to check the fluid flow from the transaxle.
35.3. Inspect the transaxle for a possible cause.
35.4. Inspect the cooler pipes if flow from transaxle is insufficient.
35.5. Inspect the fittings if flow from transaxle is insufficient.
35.6. Repeat the cooler flushing procedure.
36. Remove the discharge hose. 37. Connect the cooler pipe. 38. Adjust the fluid level. Refer to
Transmission Fluid Checking Procedure. 39. Inspect for fluid leaks. Refer to Fluid Leak Diagnosis.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Service and Repair > Automatic Transmission Oil Cooler Flushing > Page 7595
Transmission Cooler: Service and Repair Automatic Transmission Oil Cooler Fitting Replacement
Removal Procedure
Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to
prevent damage or wear which may cause fluid loss.
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position a drain pan under the vehicle.
3. Remove the transaxle oil cooler hoses from the transaxle oil cooler fittings. Refer to Automatic
Transmission Oil Cooler Pipes Replacement. 4. Remove the transaxle oil cooler fittings (28,29)
from the transaxle.
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
Important: The correct thread engagement is critical. Cross threaded fittings can achieve proper
tightness and still leak.
1. Apply sealant to the transaxle oil cooler fittings (28,29).
- For green inlet cooler fitting GM P/N 8651654.
- For outlet cooler fittings GM P/N 24202550.
- For line pressure plug GM P/N 8654382.
2. Install the transaxle oil cooler fittings (28,29) to the transaxle.
- Tighten the transaxle oil cooler fittings (28,29) to 38 Nm (28 ft. lbs.).
3. Install the transaxle oil cooler hoses to the transaxle oil cooler fittings. Refer to Automatic
Transmission Oil Cooler Pipes Replacement. 4. Lower the vehicle.
Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid,
shift complaints, and possible damage to the transaxle.
5. Adjust the fluid level. Refer to Transmission Fluid Checking Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Cooler,
A/T > Component Information > Service and Repair > Automatic Transmission Oil Cooler Flushing > Page 7596
6. Inspect for fluid leaks. Refer to Fluid Leak Diagnosis. 7. Remove the drain pan from under the
vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount,
A/T > Component Information > Specifications
Transmission Mount: Specifications
Automatic Transmission Mount Bracket Bolts 70 ft.lb
Automatic Transmission Mount to Automatic Transmission Bracket Nuts 35 ft.lb
Automatic Transmission Mount to Frame Nuts 35 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount,
A/T > Component Information > Service and Repair > Automatic Transmission Mount Inspection
Transmission Mount: Service and Repair Automatic Transmission Mount Inspection
Notice: In order to avoid oil pan damage and possible engine failure, insert a block of wood that
spans the width of the oil pan bottom between the oil pan and the jack support.
1. Raise and support the vehicle. Refer to Vehicle Lifting.
Important: Before replacing any transmission/transaxle mount due to suspected fluid loss, verify
that the source of the fluid is the transmission/transaxle mount, not the engine,
transmission/transaxle or accessories.
2. Raise the transmission/transaxle in order to remove the weight from the transmission/transaxle
mount and create slight tension in the rubber. 3. Observe the transmission/transaxle mount while
raising the transmission/transaxle. Replace the transmission/transaxle mount if the
transmission/transaxle mount exhibits any of the following conditions: The hard rubber surface is covered with heat check cracks.
- The rubber is separated from the metal plate of the transmission/transaxle mount.
- The rubber is split through the center of the transmission/transaxle mount.
- If the transaxle needs replaced. Refer to Automatic Transmission Mount Replacement
4. If there is movement between the metal plate of the transmission/transaxle mount and its
attaching points, lower the transmission/transaxle on the
transmission/transaxle mount. Tighten the bolts or nuts attaching the transmission/transaxle mount
to the frame or transmission/transaxle mount bracket. Refer to Automatic Transmission Mount
Replacement.
5. lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount,
A/T > Component Information > Service and Repair > Automatic Transmission Mount Inspection > Page 7602
Transmission Mount: Service and Repair Automatic Transmission Mount Replacement
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left tire and wheel
assembly. 3. Remove left inner splash shield. 4. Position a transmission jack under the transaxle.
5. Remove the transaxle mount upper nuts from the transaxle bracket. 6. Carefully raise the
transaxle assembly.
7. Remove the transaxle mount lower nuts from the frame. 8. Remove the transaxle mount from the
frame.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount,
A/T > Component Information > Service and Repair > Automatic Transmission Mount Inspection > Page 7603
1. Position the transaxle mount to the frame.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the transaxle mount lower nuts to the frame.
- Tighten the transaxle mount lower nuts to 63 Nm (46 ft. lbs.).
3. Lower the transaxle so the transaxle mount studs install into the transaxle bracket.
Notice: Refer to Fastener Notice in Service Precautions
4. Install the transaxle mount upper nuts to the transaxle mount.
- Tighten the transaxle mount upper nuts to 47 Nm (35 ft. lbs.).
5. Remove the transmission jack from the transaxle. 6. Install left inner splash shield. 7. Install the
left wheel and tire assembly. 8. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount,
A/T > Component Information > Service and Repair > Automatic Transmission Mount Inspection > Page 7604
Transmission Mount: Service and Repair Automatic Transmission Brace Replacement
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Remove the right front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 3.
Remove the transaxle brace bolts. 4. Remove the transaxle brace.
Installation Procedure
1. Install the transaxle brace.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the transaxle brace bolts to the transaxle.
- Tighten the transaxle brace bolts to the transaxle to 43 Nm (32 ft. lbs.).
3. Install the transaxle brace bolts to the engine.
- Tighten the transaxle brace bolts to the engine to 63 Nm (46 ft. lbs.).
4. Install the right front tire and wheel assembly. Refer to Tire and Wheel Removal and Installation
in Wheels, Tires and Alignment. 5. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount,
A/T > Component Information > Service and Repair > Automatic Transmission Mount Inspection > Page 7605
Transmission Mount: Service and Repair Automatic Transmission Mount Bracket Replacement
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left front tire and wheel
assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 3.
Remove the left engine splash shield. Refer to Splash Shield Replacement - Engine (Left) in Body
and Frame. 4. Support the transaxle. 5. Remove the transaxle bracket to transaxle mount upper
nuts.
6. Remove the transaxle bracket to transaxle bolts. 7. Remove the transaxle bracket.
Installation Procedure
1. Position the transaxle bracket to the transaxle.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Mount,
A/T > Component Information > Service and Repair > Automatic Transmission Mount Inspection > Page 7606
2. Install the transaxle bracket bolts.
- Tighten the transaxle bracket bolts to 95 Nm (70 ft. lbs.).
3. Remove the support from the transaxle.
4. Install the transaxle bracket to the transaxle mount upper nuts.
- Tighten the transaxle mount upper nuts to 47 Nm (35 ft.lbs.).
5. Install the left engine splash shield. Refer to Splash Shield Replacement - Engine (Left) in Body
and Frame. 6. Install the left front tire and wheel. Refer to Tire and Wheel Removal and Installation
in Wheels, Tires and Alignment 7. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position
Switch/Sensor, A/T > Component Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Position
Switch/Sensor, A/T > Component Information > Locations > Page 7610
Park Neutral Position (PNP) Switch C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Pressure
Test Port, A/T > Component Information > Specifications
Transmission Pressure Test Port: Specifications
Oil Pressure Test Hole Plug ................................................................................................................
................................................................... 106 Lb In
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Pressure
Test Port, A/T > Component Information > Specifications > Page 7614
Transmission Pressure Test Port: Service and Repair
Removal Procedure
1. Remove the throttle body air inlet duct. Refer to Powertrain Management. 2. Remove the line
pressure pipe plug (38) from the automatic transmission.
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the line pressure pipe plug (38).
- Tighten the line pressure pipe plug (38) to 12 Nm (106 inch lbs.).
2. Install the throttle body air inlet duct. Refer to Powertrain Management.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Speed
Sensor, A/T > Component Information > Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Speed
Sensor, A/T > Component Information > Diagrams > Page 7618
Transmission Speed Sensor: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the input speed sensor clip (441) from the case cover. 4.
Remove the input speed sensor (440) from the case cover.
5. Inspect the input speed sensor (440) for the following conditions:
- Damaged or missing magnet
- Damaged housing
- Bent or missing electrical terminals
- Damaged speed sensor clip (441)
Installation Procedure
1. Install the input speed sensor (440) into the case cover. 2. Install the input speed sensor clip
(441) into the case cover. 3. Connect the transaxle wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission Speed
Sensor, A/T > Component Information > Diagrams > Page 7619
4. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission
Temperature Sensor/Switch, A/T > Component Information > Locations > Automatic Transaxle Fluid Temperature (TFT)
Sensor
Transmission Temperature Sensor/Switch: Locations Automatic Transaxle Fluid Temperature
(TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission
Temperature Sensor/Switch, A/T > Component Information > Locations > Automatic Transaxle Fluid Temperature (TFT)
Sensor > Page 7624
Transmission Temperature Sensor/Switch: Locations Transaxle Fluid Temperature (TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission
Temperature Sensor/Switch, A/T > Component Information > Locations > Page 7625
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Transmission
Temperature Sensor/Switch, A/T > Component Information > Locations > Page 7626
Transmission Temperature Sensor/Switch: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement 2. Disconnect the wiring
harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor
(391).
Installation Procedure
1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with
fluid temperature sensor (391). 3. Install the case side cover. Refer to Case Side Cover
Replacement
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Turbine Shaft, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Turbine Shaft: > 00-07-30-007A > Feb > 02 >
A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
Turbine Shaft: Customer Interest A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Turbine Shaft, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Turbine Shaft: > 00-07-30-007A > Feb > 02 >
A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL > Page 7635
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Turbine Shaft, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Turbine Shaft: > 00-07-30-007A >
Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL
Turbine Shaft: All Technical Service Bulletins A/T - 4T65E, MIL ON/Whine Noise In
PARK/NEUTRAL
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 00-07-30-007A
Date: February, 2002
TECHNICAL
Subject: Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp
Illuminates (Replace Drive Sprocket Support Bearing)
Models: 1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera 1999-2000 Chevrolet
Lumina, Monte Carlo, Venture 2000 Chevrolet Impala 1999 Oldsmobile Eighty Eight 1999-2000
Oldsmobile Intrigue, Silhouette 1999-2000 Pontiac Bonneville, Grand Prix, Montana with 3.4L, 3.5L
or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67) and Hydra-Matic 4T65-E
Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard
Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian
Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine
Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742
may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Turbine Shaft, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Turbine Shaft: > 00-07-30-007A >
Feb > 02 > A/T - 4T65E, MIL ON/Whine Noise In PARK/NEUTRAL > Page 7641
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any
abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed
bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before
installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Technical Service Bulletins > A/T Control - DTC P0756 Diagnostic Tips
Valve Body: Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips
INFORMATION
Bulletin No.: 01-07-30-036H
Date: January 29, 2009
Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start
Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70)
Supercede:
This bulletin is being revised to add the 2009 model year and add details regarding spacer plates.
Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle).
Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve
Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service
Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may
also describe a condition of a second, third or fourth gear start that may have the same causes but
has not set this DTC yet. Below are some tips when diagnosing this DTC:
^ This is a performance code. This means that a mechanical malfunction exists.
^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical
connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set.
^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the
spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is
important to remove the spacer plate and inspect orifice # 29 and the immediate area for the
presence of chips/debris. Also, the transmission case passage directly above this orifice and the
valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003
and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a
bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens
can help to prevent plugging of orifice # 29 caused by small debris or chips.
^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the
2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the
valves, the bore and the valve body passages.
^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer
to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on
parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition.
Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found
to be cracked, broken or leaking.
It is important to also refer to the appropriate Service Manual or Service Information (SI) for further
possible causes of this condition.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Technical Service Bulletins > A/T Control - DTC P0756 Diagnostic Tips > Page 7646
Valve Body: Technical Service Bulletins A/T - 4T65-E Spacer Plate/Gasket Service
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-014A
Date: July, 2002
INFORMATION
Subject: Servicing 4T65-E Transaxle Spacer Plate and Gaskets
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2001 Pontiac Trans Sport/Montana 2001-2002 Pontiac Aztek with 4T65-E Transaxle
(RPOs MN3, MN7, M15, M76).
This bulletin is being revised to add models (the Buick Rendezvous, Chevrolet Impala and Pontiac
Aztek) Please discard Corporate Bulletin Number 02-07-30-014 (Section
07-Transmission/Transaxle).
Beginning February 1, 2002, all 4T65-E transaxles will use a bonded spacer plate and gasket
assembly (396). The new bonded spacer plate and gasket assembly may be used in all past model
4T65E transaxles.
Notice:
Do not attempt to remove the gaskets from a bonded spacer plate. Transmission damage could
result.
To service the spacer plate for all 4T65-E transaxles produced beginning with Feb. 1, 2002, the
vehicle must be serviced with the bonded spacer plate and gasket assembly.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Technical Service Bulletins > A/T Control - DTC P0756 Diagnostic Tips > Page 7647
For those 4T65-E transaxles produced prior to Feb 1, 2002, the spacer plate gaskets (369 & 371)
can be serviced. Spacer plate gaskets can be ordered and serviced individually. However, the
spacer plate cannot be ordered/serviced individually. A new bonded spacer plate and gasket
assembly must be installed when a spacer plate is called for during maintenance or service.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Technical Service Bulletins > Page 7648
Valve Body: Specifications
Valve Body to Case 106 in.lb
Valve Body to Case 106 in.lb
Valve Body to Case Cover 106 in.lb
Valve Body to Case Cover 106 in.lb
Valve Body to Case Cover (Torx) 106 in.lb
Valve Body to Driven Sprocket Support 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Technical Service Bulletins > Page 7649
Valve Body: Testing and Inspection
For testing of this component and the system that it is a part of, refer to Automatic
Transmission/Transaxle Testing and Inspection.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Service and Repair > Control Valve Body Replacement
Valve Body: Service and Repair Control Valve Body Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Remove the oil pump.
Refer to Oil Pan Replacement 3. Remove the valve body bolts (374-381,384).
Important: Carefully remove the valve body or the ball check valves (382,373) will fall out.
4. Remove the valve body (300) while keeping the spacer plate (370) with the transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Service and Repair > Control Valve Body Replacement > Page 7652
5. Remove the ball check valves (372,373) from the valve body.
6. Remove the spacer plate (370) and gasket.
7. Remove the ball check valves (372) from the case cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Service and Repair > Control Valve Body Replacement > Page 7653
8. Inspect each check valve seat in the spacer plate (370) for excessive peening. Place a ball
check valve (372) on each seat and use a flashlight in
order to look for visible light between the valve and the seat.
9. Inspect all components removed from the transaxle. Refer to Transmission Unit Repair.
Installation Procedure
- Tools Required J 36850 TRANSJEL TM
Notice: Do NOT use any type of grease to retain parts during the assembly of this unit. Using
greases other than the recommended assembly lube changes the transaxle fluid characteristics.
Using greases other than the recommended assembly lube causes undesirable shift conditions
and/or filter clogging. Use TRANSJEL J 36850 or equivalent during the assembly of this unit.
1. Install the ball check valves (372) into the case cover. Use J 36850 in order to retain the ball
check valves in their proper locations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Service and Repair > Control Valve Body Replacement > Page 7654
2. Install the gasket and the spacer plate (370).
3. Install the ball check valves (372,373) into the valve body. Use the J 36850 to retain the ball
check valves in their proper locations.
Important: Do NOT use impact type tools on the valve body or on the oil pump.
4. Install the gasket (371) and the valve body (300).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Service and Repair > Control Valve Body Replacement > Page 7655
Notice: Refer to Fastener Notice.
5. Install the valve body bolts (374-381,384).
- Tighten the M6 x 1.0 x 20 bolt to 8 Nm (70 inch lbs.).
- Tighten the M6 x 1.0 x 30 bolt to 12 Nm (106 inch lbs.).
- Tighten the M6 x 1.0 x 45 bolt to 12 Nm (106 inch lbs.).
- Tighten the M6 x 1.0 x 55 bolt to 11 Nm (97 inch lbs.).
- Tighten the M6 x 1.0 x 60 bolt to 12 Nm (106 inch lbs.).
- Tighten the M6 x 1.0 x 65 bolt to 12 Nm (106 inch lbs.).
- Tighten the M6 x 1.0 x 85 bolt to 11 Nm (97 inch lbs.).
- Tighten the M6 x 1.0 x 95 bolt to 16 Nm (12 ft. lbs.).
- Tighten the M8 x 1.25 x 90 bolt to 25 Nm (18 ft. lbs.).
Important: Do NOT use impact type tools on the valve body or on the oil pump.
6. Install the oil pump. Refer to Oil Pan Replacement. 7. Install the case side cover, Refer to Case
Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Valve Body, A/T >
Component Information > Service and Repair > Control Valve Body Replacement > Page 7656
Valve Body: Service and Repair Oil Weir Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Remove the oil
reservoir weir (27).
Installation Procedure
1. Install the oil reservoir weir (27). 2. Install the case side cover. Refer to Case Side Cover
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Wiring Harness, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Wiring Harness: > 02-07-30-022B > Oct > 03
> A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set
Wiring Harness: Customer Interest A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set
Bulletin No.: 02-07-30-022B
Date: October 20, 2003
TECHNICAL
Subject:
Service Engine Soon (SES) Light On With DTCs P0716 and/or P0717, P0730, P0753, P0758,
P1860, P1887, or other Miscellaneous Transmission Trouble Codes Set (Repair Wiring at
Transaxle Wiring Pass-thru Connector)
Models: 2000-2004 Buick Century, LeSabre, Park Avenue, Regal 2003-2004 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2004 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2004 Chevrolet Classic 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Aurora 2000-2004
Oldsmobile Alero, Silhouette 2000-2004 Pontiac Bonneville, Grand Am, Grand Prix, Montana,
Sunfire 2001-2004 Pontiac Aztek 2000 Toyota Cavalier with 4T65-E, 4T40-E or 4T45-E Transaxle
(RPOs MN3, MN7, M15, M76, MN4, MN5)
Supercede:
This bulletin is being revised to add the 2004 model year as well as the Chevrolet Classic model.
Please discard Corporate Bulletin Number 02-07-30-022A (Section 07-Transmission/Transaxle).
Condition
Some customers may comment that the Service Engine Soon (SES) indicator is illuminated and
that while the light is illuminated, transmission shifts are extremely harsh.
Cause
These types of conditions may be caused by an intermittent connection at the transaxle 20-way
connector to the wiring harness interface.
Correction
If a DTC was recorded and the Freeze Frame and Failure Records back it up, a problem existed at
one time with the wiring and/or the connectors between the transaxle and the PCM. Therefore, a
thorough inspection and/or repair of the wiring harness at the transaxle 20-way connector for one
or more of the following conditions may be warranted.
^ The wiring harness is stretched too tightly or other components are pressing on the connector
body itself causing a downward pressure on the connector body and possible intermittent contact
of the wiring terminals. Ensure proper clearance to any other components and wiring (i.e. hoses,
battery cables, etc.).
^ The terminals are not fully seated into the cavity of the connector body.
^ The male terminals in the transaxle portion of the connector may be in the wrong position (i.e.
bent).
^ The female terminals may be loose and are not making proper contact. Check the tension with
the proper terminal tester from the GM Terminal Test Kit J 35616-A or J 35616-92. If the tension is
low, replace the terminal. Do not try to re-form the terminal.
^ The crimp of the terminal to the wire may not be satisfactory (i.e. loose, over insulation, etc.).
^ The wiring connector is not properly seated and locked in position. Ensure proper seating of the
connector into the transaxle and that the connector is properly locked in place.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Wiring Harness, A/T >
Component Information > Technical Service Bulletins > Customer Interest for Wiring Harness: > 02-07-30-022B > Oct > 03
> A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set > Page 7665
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Wiring Harness, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 02-07-30-022B
> Oct > 03 > A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set
Wiring Harness: All Technical Service Bulletins A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set
Bulletin No.: 02-07-30-022B
Date: October 20, 2003
TECHNICAL
Subject:
Service Engine Soon (SES) Light On With DTCs P0716 and/or P0717, P0730, P0753, P0758,
P1860, P1887, or other Miscellaneous Transmission Trouble Codes Set (Repair Wiring at
Transaxle Wiring Pass-thru Connector)
Models: 2000-2004 Buick Century, LeSabre, Park Avenue, Regal 2003-2004 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2004 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2004 Chevrolet Classic 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Aurora 2000-2004
Oldsmobile Alero, Silhouette 2000-2004 Pontiac Bonneville, Grand Am, Grand Prix, Montana,
Sunfire 2001-2004 Pontiac Aztek 2000 Toyota Cavalier with 4T65-E, 4T40-E or 4T45-E Transaxle
(RPOs MN3, MN7, M15, M76, MN4, MN5)
Supercede:
This bulletin is being revised to add the 2004 model year as well as the Chevrolet Classic model.
Please discard Corporate Bulletin Number 02-07-30-022A (Section 07-Transmission/Transaxle).
Condition
Some customers may comment that the Service Engine Soon (SES) indicator is illuminated and
that while the light is illuminated, transmission shifts are extremely harsh.
Cause
These types of conditions may be caused by an intermittent connection at the transaxle 20-way
connector to the wiring harness interface.
Correction
If a DTC was recorded and the Freeze Frame and Failure Records back it up, a problem existed at
one time with the wiring and/or the connectors between the transaxle and the PCM. Therefore, a
thorough inspection and/or repair of the wiring harness at the transaxle 20-way connector for one
or more of the following conditions may be warranted.
^ The wiring harness is stretched too tightly or other components are pressing on the connector
body itself causing a downward pressure on the connector body and possible intermittent contact
of the wiring terminals. Ensure proper clearance to any other components and wiring (i.e. hoses,
battery cables, etc.).
^ The terminals are not fully seated into the cavity of the connector body.
^ The male terminals in the transaxle portion of the connector may be in the wrong position (i.e.
bent).
^ The female terminals may be loose and are not making proper contact. Check the tension with
the proper terminal tester from the GM Terminal Test Kit J 35616-A or J 35616-92. If the tension is
low, replace the terminal. Do not try to re-form the terminal.
^ The crimp of the terminal to the wire may not be satisfactory (i.e. loose, over insulation, etc.).
^ The wiring connector is not properly seated and locked in position. Ensure proper seating of the
connector into the transaxle and that the connector is properly locked in place.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Wiring Harness, A/T >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 02-07-30-022B
> Oct > 03 > A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set > Page 7671
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Wiring Harness, A/T >
Component Information > Technical Service Bulletins > Page 7672
Wiring Harness: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Use a small flat-bladed
tool in order to remove the wiring harness from the solenoid valve(s) (315A, 315B, 322, 334, and/or
440), TFP manual
valve position switch (95) and/or the temperature sensor (391).
3. Remove the wiring harness (224). 4. Remove the clips retaining the solenoid(s).
5. Remove the solenoid(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Wiring Harness, A/T >
Component Information > Technical Service Bulletins > Page 7673
6. Remove the 2-3 shift solenoid (315B).
7. Inspect the wiring harness (224).
Installation Procedure
1. Install the 2-3 shift solenoid (315B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Automatic Transmission/Transaxle > Wiring Harness, A/T >
Component Information > Technical Service Bulletins > Page 7674
2. Install the solenoid(s). 3. Install the retaining clips.
4. Install the wiring harness (224).
5. Install the wiring harness to the solenoid valve(s) (315A, 315B, 322, 334, and/or 440), TFP
manual valve position switch (395) and/or the
temperature sensor (391).
6. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Clutch, M/T > Clutch Hydraulic System > System Information
> Technical Service Bulletins > M/T - Hydraulic Clutch Bleeding Procedure Improvement
Clutch Hydraulic System: Technical Service Bulletins M/T - Hydraulic Clutch Bleeding Procedure
Improvement
Bulletin No.: 01-07-31-002B
Date: November 01, 2006
INFORMATION
Subject: Improved Bleeding Procedure for Hydraulic Clutch Release System
Models: 2007 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2007 and
Prior Chevrolet and GMC 6-7F T-Series Medium Duty Tilt Cab Models 2007 and Prior Isuzu
F-Series Medium Duty Tilt Cab Models 2006-2007 HUMMER H3
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
01-07-31-002A (Section 07 - Transmission/Transaxle). This bulletin is being issued to inform
dealers of an improved procedure to aid in the ease of bleeding the clutch hydraulic system for the
above listed vehicles. This procedure can be used anytime air is introduced into the hydraulic
system. Following this procedure may also reduce the number of unnecessary parts replaced for
low clutch pedal reserve and high shift effort.
Verify that all the lines and fittings are dry and secure.
Clean the dirt and grease from the reservoir cap in order to ensure that no foreign substances enter
the system.
Remove the reservoir cap.
Fill the reservoir to the proper level with the required fluid.
Attach the J 43485 (Adapter) to the J 35555 (Mity Vac), or equivalent.
Brake fluid will deteriorate the rubber on J 43485. Use a clean shop cloth to wipe away the fluid
after each use.
Place and hold the adapter on the reservoir filler neck to ensure a tight fit. In some cases, the
adapter will fit into the reservoir opening.
Apply a vacuum of 51-68 kPa (15-20 hg) and remove the adapter.
Refill the reservoir to the proper level.
Repeat Steps 6 and 7.
If needed, refill the reservoir and continue to pull a vacuum until no more bubbles can be seen in
the reservoir or until the fluid level no longer drops.
The vehicle will move if started in gear before the Actuator Cylinder is refilled and operational. Start
the vehicle the first time in neutral to help prevent personal injury from vehicle movement and see if
the transmission will shift easily into gear.
Pump the clutch pedal until firm (to refill actuator cylinder).
Add additional fluid if needed.
Test drive vehicle to ensure proper operation.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Continuously Variable Transmission/Transaxle, CVT > Shift
Interlock, CVT > Component Information > Technical Service Bulletins > A/T - Shift Lock Control Feature Function
Shift Interlock: Technical Service Bulletins A/T - Shift Lock Control Feature Function
Bulletin No.: 03-07-30-043A
Date: May 25, 2006
INFORMATION
Subject: Information Regarding Automatic Transmission Shift Lock Control Function
Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER
H2, H3 2005-2007 Saab 9-7X
with Automatic Transmission
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin
Number 03-07-30-043 (Section 07 - Transmission/Transaxle). This bulletin is being issued to better
explain how the Automatic Transmission Shift Lock Control (formerly known as Brake Transmission
Shift Interlock (BTSI)) feature is intended to operate. Revised wording regarding the shift lock
control system began appearing in the Owner Manuals beginning with the 2004 model year.
The shift lock control feature was intended to prevent drivers from shifting out of Park with the
vehicle running without the brakes applied. However, if the ignition switch is in the Accessory
(ACC) position, it may be possible on some vehicles to move the shift lever out of Park WITHOUT
first activating the brake.
The shift lock control system is ONLY active when the ignition switch is in the RUN or ON position.
This means that when the ignition switch is in the RUN or ON position, the shift lever cannot be
moved out of the Park position without activating the brake.
Some owners may feel that the shift lock control system prevents an unattended child from moving
the vehicle. Please stress to owners, as stated in the Owner Manual, that children should NEVER
be left unattended in a vehicle, even if the ignition key has been removed from the vehicle.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Diagrams
Axle Shaft Assembly: Diagrams
Tripot Design
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Diagrams > Page 7689
Axle Shaft Assembly: Description and Operation
Front wheel drive axles are flexible assemblies. Front wheel drive axles consist of the following
components: A front wheel drive shaft tripot joint (inner joint)
- A front wheel drive shaft constant velocity joint (outer joint)
- A front wheel drive shaft
The front wheel drive shaft connects the front wheel drive shaft tripot joint and the front wheel drive
shaft constant velocity joint. The front wheel drive shaft tripot joint is completely flexible. The front
wheel drive shaft tripot joint can move in and out. The front wheel drive shaft constant velocity joint
is flexible, but the front wheel drive shaft constant velocity joint cannot move in and out.
Boots (Seals) And Clamps
The front wheel drive shaft constant velocity joint and the front wheel drive shaft tripot joint boots
(seals) in the front wheel drive axle are made of a thermoplastic material. The clamps in front wheel
drive axle are made of stainless steel. The boot (seal) provides the following functions: Protection of the internal parts of the front wheel drive shaft constant velocity joint and the front
wheel drive shaft tripot joint. The boot (seal) protects the grease from the following sources of
damage: Harmful atmospheric conditions (such as extreme temperatures or ozone gas)
- Foreign material (such as dirt or water)
- Allows angular movement and the axial movement of the front wheel drive shaft tripot joint.
- Allows angular movement of the front wheel drive shaft constant velocity joint.
Important: Protect the boots (seals) from sharp tools and from the sharp edges of the surrounding
components.
Any damage to the boots (seals) or the clamps will result in leakage. Leakage will allow water to
leak into the front wheel drive shaft tripot joint and the front wheel drive shaft constant velocity
joints. Leakage will also allow grease to leak out of the front wheel drive shaft tripot joints and the
front wheel drive shaft constant velocity joints. Leakage may cause noisy front wheel drive axle
operation and eventual failure of the internal components. The clamps provide a leak proof
connection for the front wheel drive shaft tripot joint and the front wheel drive shaft constant
velocity joint at the following locations: The housing
- The front wheel drive shaft
The thermoplastic material performs well under normal conditions and normal operation. However,
the material is not strong enough to withstand the following conditions: Abusive handling
- Damage from sharp objects (such as sharp tools or any sharp edges of the surrounding
components in the vehicle).
Front Wheel Drive Shaft Tri-pot Joint (Inner Joint)
The front wheel drive shaft tripot joint is made with the tripot design without an over-extension
limitation retainer. The joint is constructed as follows for vehicles that are equipped with an
automatic transmission: The left front wheel drive axle has a female spline. The female spline installs over a stub shaft that
protrudes from the transaxle.
- The right front wheel drive axle has a male spline. The right front wheel drive axle uses barrel
type snap rings in order to interlock with the transaxle gears.
Front Wheel Drive Shaft Constant Velocity Joint (Outer Joint)
The front wheel drive shaft constant velocity joint is made with the Rzeppa joint design. The shaft
end (which mates with the knuckle/hub) has a helical spline. The helical spline ensures a tight,
press-type fit. This design prevents end play between the hub bearing and the front wheel drive
axle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Testing and Inspection > Click Noise In Turns
Axle Shaft Assembly: Testing and Inspection Click Noise In Turns
A worn or damaged front wheel drive shaft constant velocity joint may cause a clicking noise during
turns. If a clicking noise occurs, inspect for a cut or damaged front wheel drive shaft constant
velocity joint boot.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Testing and Inspection > Click Noise In Turns > Page 7692
Axle Shaft Assembly: Testing and Inspection Clunk When Accelerating From Coast
A worn or damaged front wheel drive shaft constant velocity joint or a front wheel drive shaft tri-pot
joint can cause a clunk during acceleration from coast to drive.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Testing and Inspection > Click Noise In Turns > Page 7693
Axle Shaft Assembly: Testing and Inspection Shudder or Vibration During Acceleration
For information on a shudder or a vibration, refer to Front Wheel Driveline Vibrations in Vibration
Diagnosis and Correction.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement
Axle Shaft Assembly: Service and Repair Wheel Drive Shaft Inner Joint and Boot Replacement
Disassembly Procedure
- Tools Required J 8059 Snap Ring Pliers
Notice: With removal of the halfshaft for any reason, the transmission sealing surface (the tripot
male/female shank of the halfshaft) should be inspected for corrosion. If corrosion is evident, the
surface should be cleaned with 320 grit cloth or equivalent. Transmission fluid may be used to
clean off any remaining debris. The surface should be wiped dry and the halfshaft reinstalled free
of any buildup.
1. Use a hand grinder in order to cut through the swage ring. Do not damage the tripot housing (1).
2. Remove the large boot retaining clamp from the tripot joint with side cutter. 3. Dispose of the
large boot retaining clamp.
Notice: Do not cut through the halfshaft inboard boot and damage sealing surface of the outer
housing and the trilobal tripot bushing.
4. Separate the inboard boot (4) from the trilobal tripot bushing (3) at the large diameter. 5. Slide
the boot (4) away from the joint along the halfshaft bar. 6. Remove the housing (1) from the tripot
joint spider (2) and the halfshaft bar. 7. Remove the trilobal tripot bushing (3) from the housing (1).
8. Spread the spacer rings (1) and (3) using J 8059 (or equivalent) to remove the spider assembly
(2).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7696
9. Remove the following items:
- The spacer ring (1)
- The spider assembly (2)
- The second spacer ring (3)
- The inboard boot (4)
10. Clean the halfshaft bar (5). Use a wire brush to remove any rust in the boot mounting area
(grooves). 11. Inspect the following items on the spider assembly (2):
- The needle roller
- The needle bearings
- The trunnion
12. Check the tripot housing for unusual wear, cracks, or other damage. 13. Replace any damaged
parts.
Assembly Procedure
- Tools Required J 35910 Earless Clamp Tool
- J 41048 Small Swage Tool
1. Place the new swage ring (2) onto the small end of the joint boot (1). Slide the joint boot (1) and
the swage ring (2) onto the halfshaft bar. 2. Position the small end of the joint boot (1) into the joint
boot groove (3) on the halfshaft bar.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7697
3. Mount J 41048 in a vise and proceed as follows:
3.1. Position the outboard end (1) of the halfshaft assembly in tool J 41048.
3.2. Align the top of boot neck on the bottom die using the indicator.
3.3. Place the top half of the J 41048 on the lower half of the J 41048.
3.4. Before proceeding, ensure there are no pinch points on the boot. This could cause damage to
the boot.
3.5. Insert the bolts (2).
3.6. Tighten the bolts by hand until snug.
Notice: Refer to Fastener Notice in Service Precautions.
4. Align the following items:
- The inboard boot (1)
- The swage ring (2)
- Tighten each bolt of J 41048 180° at a time using a ratchet wrench. Alternate between each bolt
until both sides are bottomed.
5. Install the spacer ring (3) and spider assembly (2) onto the halfshaft bar (4) using J 8059. 6.
Install the other spacer ring (1) using J 8059 in the groove at the end of the halfshaft bar. Ensure
both rings are fully seated.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7698
Important: Ensure the trilobal tripot bushing (3) is flush with the face of the housing (1).
7. Place approximately half of the grease from the service kit in the inboard boot. Use the
remainder of the grease to repack the housing (1). 8. Install the trilobal tripot bushing (3) to the
housing (1). 9. Position the larger new boot retaining clamp (2) on the boot.
10. Slide the housing (1) over the spider assembly on the halfshaft bar.
11. Slide the large diameter of the boot (2), with the larger clamp (3) in place, over the outside of
the trilobal tripot bushing and locate the lip of the
boot in the groove.
Important: The boot must not be dimpled, stretched out or out of shape in any way. If the boot is
not shaped correctly, carefully insert a thin flat blunt tool (no sharp edges) between the large boot
opening and the trilobal tripot bushing in order to equalize the pressure. Shape the boot properly by
hand. Remove the tool.
12. Position the joint assembly at the proper vehicle dimension.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7699
13. Align the following items while latching:
- The boot (3)
- The tripot housing (2)
- The large boot retaining clamp
- Crimp the boot retaining clamp with J 35910 to 176 Nm (130 ft. lbs.). Add the breaker bar (5) and
the torque wrench (4) to J35910 if necessary.
14. Check the gap dimension on the clamp ear. If gap dimension is larger than shown, continue
tightening until gap dimension is reached.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7700
Axle Shaft Assembly: Service and Repair Wheel Drive Shaft Outer Joint and Boot Replacement
Disassembly Procedure
- Tools Required J 8059 Snap Ring Pliers
1. Remove the large boot retaining clamp from the CV joint with a side cutter. Discard the boot
retaining clamp. 2. Remove the small boot retaining clamp from the halfshaft bar with a side cutter.
Discard the boot retaining clamp. 3. Separate the outboard boot (5) from CV joint outer race (1) at
the large diameter and slide the boot (5) away from the CV joint along the bar (4). 4. Wipe the
grease from the face of the CV joint inner race (2). 5. Spread the ears on the race retaining ring (3)
using J 8059 and remove the CV joint assembly from the bar (4).
6. Remove the boot (5) from the bar (4). 7. Use a brass drift and a hammer to gently tap on the CV
joint cage (1) until it is tilted enough to remove the first chrome alloy ball (2). 8. Tilt cage in the
opposite direction to remove the opposing ball (2). 9. Repeat this process until all six balls are
removed.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7701
10. Position the CV joint cage (4) and the CV joint inner race 90 degrees to the centerline of the CV
joint outer race (1) and align the CV joint cage
windows (3) with the lands of the CV joint outer race (1).
11. Remove the CV joint cage (4) and the CV joint inner race from the CV joint outer race (1).
12. Rotate the CV joint inner race 90° to the centerline of the CV joint cage with the lands of the CV
joint inner race (1) aligned with the windows of
the CV joint cage (2).
13. Pivot the inner race into the cage window (2) and remove the inner race (1). 14. Clean the
following items thoroughly with cleaning solvent:
- The inner and outer race assemblies
- The CV joint cage
- The balls
15. Remove all traces of old grease and any contaminates. 16. Dry all the parts.
Assembly Procedure
Tools Required J 35910 Earred Clamp Tool
- J 41048 Small Swage Tool
1. Place the new swage ring (2) onto the small end of the joint boot (1). Slide the boot (1) and the
swage ring (2) onto the halfshaft bar. 2. Position the small end of the boot (1) into the boot groove
(3) on the halfshaft bar.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7702
3. Mount J 41048 in a vise and proceed as follows:
3.1. Position the outboard end (1) of the halfshaft assembly in tool J 41048.
3.2. Align the top of boot neck on the bottom die using the indicator.
3.3. Place the top half of the J 41048 on the lower half of the J 41048.
3.4. Before proceeding, ensure there are no pinch points on the boot. This could cause damage to
the boot.
3.5. Insert the bolts (2).
3.6. Tighten the bolts by hand until snug.
Notice: Refer to Fastener Notice in Service Precautions.
4. Align the following items:
- The boot (1)
- The swage ring (2)
- Tighten each bolt of J 41048 180° at a time using a ratchet wrench. Alternate between each bolt
until both sides are bottomed.
5. Put a light c oat of grease from the service kit on the ball grooves of the inner race and the outer
race (1). 6. Hold inner race 90 degrees to the centerline of the cage (4) with the lands of the inner
race aligned with the windows of the cage and insert the
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7703
inner race into the cage.
7. Hold the cage and the inner race 90° to the centerline of the outer race (1) and align the cage
windows (3) with the lands of the outer race (2).
Important: Ensure that the retaining ring side of the inner race faces the halfshaft bar.
8. Place the cage (4) and the inner race into the outer race (1). 9. Insert the first chrome ball then
tilt the cage in the opposite direction to insert the opposing ball.
10. Repeat this process until all six balls are in place. 11. Place approximately half the grease from
the service kit inside the outboard boot and pack the CV joint with the remaining grease.
12. Push the CV joint (2) onto the halfshaft bar (1) until the retaining ring is seated in the groove on
the bar.
Important: The outboard boot (1) must not be dimpled, stretched or out of shape in any way. If the
boot (1) is not shaped correctly, equalize the pressure in the boot (1) and shape the boot (1)
properly by hand.
13. Slide large diameter of the outboard boot (1) with the large boot retaining clamp (2) in place
over the outside of the CV joint outer race (3) and
locate the boot lip in the groove on the CV joint outer race (3).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7704
14. Crimp the boot retaining clamp (1) using J 35910, a breaker bar (3), and a torque wrench (2).
- Tighten to 176 Nm (130 ft. lbs.).
15. Check the gap dimension on the clamp ear. If the gap dimension is larger than shown, continue
tightening until gap dimension is reached.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7705
Axle Shaft Assembly: Service and Repair Wheel Drive Shafts Replacement
Removal Procedure
- Tools Required J 2619-01 Slide Hammer
- J 28733-B Front Hub Spindle Remover
- J 29794 Extension
- J 33008 Axle Shaft Remover
Caution: To prevent personal injury and/or component damage, do not allow the weight of the
vehicle to load the front wheels, or attempt to operate the vehicle, when the wheel drive shaft(s) or
wheel drive shaft nut(s) are removed. To do so may cause the inner bearing race to separate,
resulting in damage to brake and suspension components and loss of vehicle control.
Important: Prevent the seals (boots) from contacting the other components in order to prevent
damage to the seals (boots).
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the wheel and the
tire. Refer to Tire and Wheel Removal and Installation in Steering and Suspension. 3. Remove the
stabilizer shaft link. Refer to Stabilizer Shaft Link Replacement in Steering and Suspension. 4.
Remove the front wheel drive shaft nut. Insert a drift or a flat-bladed tool into the caliper and the
rotor to prevent the rotor from turning. 5. Disconnect the outer tie rod assembly from the steering
knuckle. Refer to Tie Rod End Replacement - Outer in Steering and Suspension. 6. Separate the
ball joint from the steering knuckle. Refer to Lower Ball Joint Replacement in Steering and
Suspension.
Caution: Do not attempt to move vehicle with drive axle(s) removed from wheel bearing. Wheel(s)
could fall off, dropping vehicle to the ground and causing personal injury or damage to the vehicle.
7. Separate the front wheel drive axle from the front wheel drive shaft bearing using the J 28733-B.
The nut can be partially reinstalled to protect the
threads.
8. Remove the front wheel drive axle from the transaxle.
- Right Side: Use the J 33003, the J29794 and the J2619-01 to separate the axle from the
transaxle.
- Left Side:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Wheel Drive Shaft Inner Joint and Boot Replacement > Page 7706
- Use the frame for leverage.
- Place a flat-bladed tool in the groove on the front wheel drive shaft tripot joint (inner joint).
- Separate the front wheel drive axle from the transaxle.
Installation Procedure
Important: Prevent the boots (seals) from contacting the other components in order to prevent
damage to the boots (seals).
1. Seat the front wheel drive axle into the transaxle. 2. Verify that the front wheel drive shaft
retaining ring is properly seated.
Grasp the inner housing and pull the inner housing outboard. Do not pull on the front wheel drive
axle shaft. The front wheel drive axle will remain in place when the front wheel drive shaft retaining
ring is properly seated.
3. Install the front wheel drive axle into the front wheel drive shaft bearing. 4. Connect the ball joint
to the steering knuckle. Refer to Lower Ball Joint Replacement in Steering and Suspension. 5.
Connect the outer tie rod assembly to the steering knuckle. Refer to Tie Rod End Replacement Outer in Steering and Suspension.
Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct
part number for that application. Fasteners requiring replacement or fasteners requiring the use of
thread locking compound or sealant are identified in the service procedure. Do not use paints,
lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These
coatings affect fastener torque and joint clamping force and may damage the fastener. Use the
correct tightening sequence and specifications when installing fasteners in order to avoid damage
to parts and systems.
6. Install a new front wheel drive shaft nut. Insert a drift or a flat-bladed tool into the caliper and the
rotor to prevent the rotor from turning.
- Tighten the front wheel drive shaft nut to 215 Nm (159 ft. lbs.).
7. Install the stabilizer shaft link. Refer to Stabilizer Shaft Link Replacement in Steering and
Suspension. 8. Install the wheel and the tire. Refer to Tire and Wheel Removal and Installation in
Steering and Suspension. 9. Lower the vehicle.
10. Inspect the transaxle fluid level. 11. Inspect the wheel alignment. Refer to Measuring Wheel
Alignment in Steering and Suspension.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Page 7707
Axle Shaft Assembly: Tools and Equipment
Part 1 of 2
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Axle Shaft Assembly >
Component Information > Service and Repair > Page 7708
Part 2 of 2
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing >
Component Information > Specifications
Wheel Bearing: Specifications
On models with serviceable wheel bearings, use GC Wheel Bearing Grease.
GC .......................................................................................................................................................
............. Wheel Bearing Grease, NLGI Classification
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing >
Component Information > Service and Repair > Front Wheel Drive Shaft Bearing Replacement
Wheel Bearing: Service and Repair Front Wheel Drive Shaft Bearing Replacement
Front Wheel Drive Shaft Bearing Replacement
Removal Procedure
Tools Required ^
J 28733-B Spindle Remover
1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. Refer to
Tire and Wheel Removal and Installation in Wheels, Tires and Alignment.
3. Disconnect the wheel speed sensor electrical connector (2).
4. Remove the wheel speed sensor electrical connector from the bracket. 5. Remove the brake
caliper bracket with the brake caliper. Refer to Brake Caliper Bracket Replacement (Front) or Brake
Caliper Bracket
Replacement (Rear) in Brakes and Traction Control.
6. Remove the brake rotor. Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear) in Brakes and Traction Control. 7. Remove the wheel drive shaft nut. Refer to Wheel Drive
Shaft Replacement in Wheel Drive Shafts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing >
Component Information > Service and Repair > Front Wheel Drive Shaft Bearing Replacement > Page 7714
8. Use three wheel nuts in order to attach the J 28733-B to the wheel bearing/hub. 9. Use the J
28733-B in order to push the wheel drive shaft out of the wheel bearing/hub.
10. Remove and DISCARD the wheel bearing/hub bolts.
Important: Ensure that the wheel drive shaft outer seal (boot) is not damaged.
11. Remove the wheel bearing/hub.
Installation Procedure
1. Install the wheel bearing/hub.
Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are
removed. Failure to replace these fasteners after they become loose or are removed may cause
loss of vehicle control and personal injury.
Notice: Refer to Fastener Notice in Service Precautions
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing >
Component Information > Service and Repair > Front Wheel Drive Shaft Bearing Replacement > Page 7715
2. Install NEW wheel bearing/hub bolts.
Tighten the NEW wheel bearing/hub bolts to 130 Nm (96 ft. lbs.).
3. Install the wheel drive shaft nut. Refer to Wheel Drive Shaft Replacement in Wheel Drive Shafts.
4. Install the brake rotor. Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear) in Brakes and Traction Control. 5. Install the brake caliper bracket with the brake caliper.
Refer to Brake Caliper Bracket Replacement (Front) or Brake Caliper Bracket Replacement
(Rear) in Brakes and Traction Control.
Important: Ensure that the connector clip engages the bracket properly.
6. Install the wheel speed sensor electrical connector to the bracket.
7. Connect the wheel speed sensor electrical connector (2). 8. Install the tire and wheel. Refer to
Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 9. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing >
Component Information > Service and Repair > Front Wheel Drive Shaft Bearing Replacement > Page 7716
Wheel Bearing: Service and Repair Wheel Bearing/Hub Replacement-Rear
Wheel Bearing/Hub Replacement - Rear
Removal Procedure
The wheel bearing in the rear wheel hub is integrated into one unit. The hub is non-serviceable. If
the hub and/or bearing is damaged, replace the complete hub and bearing assembly. 1. Raise and
suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tires and wheels. Refer to Tire
and Wheel Removal and Installation in Wheels, Tires and Alignment. 3. Remove the rear caliper
and bracket. Refer to Brake Caliper Bracket Replacement (Rear) in Disc Brakes. 4. Remove the
brake rotor. Refer to Brake Rotor Replacement (Rear) in Disc Brakes.
5. Disconnect the ABS electrical connector from the wheel speed sensor (1). Refer to Wheel Speed
Sensor Replacement (Rear) in Antilock Brakes.
6. Remove the rear wheel hub-to-knuckle bolts. 7. Remove the rear wheel hub and park brake
assembly from the knuckle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing >
Component Information > Service and Repair > Front Wheel Drive Shaft Bearing Replacement > Page 7717
8. Remove the parking brake lever bracket (8). 9. Remove the parking brake actuator (6).
Installation Procedure
1. Install the parking brake lever bracket (8). 2. Install the parking brake actuator (6). 3. Install the
rear wheel hub and park brake assembly to the knuckle.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install new rear wheel hub-to-knuckle bolts.
Tighten the hub mounting bolts to 75 Nm (55 ft. lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Bearing >
Component Information > Service and Repair > Front Wheel Drive Shaft Bearing Replacement > Page 7718
5. Connect the ABS electrical connector to the wheel speed sensor (1). Refer to Wheel Speed
Sensor Replacement (Rear) in Antilock Brakes. 6. Install the brake rotor. Refer to Brake Rotor
Replacement (Rear) in Disc Brakes. 7. Install the rear caliper and bracket. Refer to Brake Caliper
Bracket Replacement (Rear) in Disc Brakes. 8. Install the tires and wheels. Refer to Tire and
Wheel Removal and Installation in Wheels, Tires and Alignment. 9. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Drive Axles, Bearings and Joints > Wheel Hub > Axle Nut >
Component Information > Specifications
Axle Nut: Specifications
Front Wheel Drive Shaft Nut 159 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Specifications
Flex Plate: Specifications
Flywheel Bolts 52 lb. ft.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Flex Plate > Component Information > Specifications > Page
7726
Flex Plate: Service and Repair
Removal Procedure
1. Remove the automatic transaxle. Refer to Transmission Replacement in Transmission and
Drivetrain. 2. Secure the flywheel in order to prevent rotation. 3. Loosen the six engine flywheel
bolts. 4. Remove five of the six flywheel bolts leaving one bolt at the top of the crankshaft rotation.
5. Grip the flywheel and remove the remaining bolt. Do not drop the flywheel when removing the
final bolt. 6. Remove the engine flywheel and the flywheel retainer. 7. Clean the engine flywheel
bolt threads and bolt holes. 8. If you are not replacing the flywheel, clean and inspect the engine
flywheel. Refer to Engine Flywheel Clean and Inspect.
Installation Procedure
1. Install the flywheel retainer and the flywheel. Refer to Engine Flywheel Installation. 2. Install the
automatic transaxle. Refer to Transmission Replacement in Transmission and Drivetrain.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Component Information >
Technical Service Bulletins > Manual Transmission - M/T Operating Characteristics
Manual Transmission/Transaxle: Technical Service Bulletins Manual Transmission - M/T Operating
Characteristics
INFORMATION
Bulletin No.: 03-07-29-004G
Date: December 15, 2010
Subject: Manual Transmission Operating Characteristics
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2009 and Prior
Chevrolet and GMC Medium Duty Trucks 2006-2010 HUMMER H3 with Manual Transmission
Supercede: This bulletin is being revised to add the 2011 model year and to add Cold Operation
information. Please discard Corporate Bulletin Number 03-07-29-004F (Section 07 Transmission/Transaxle).
Important Even though this bulletin attempts to cover operating characteristics of manual
transmissions, it cannot be all inclusive. Be sure to compare any questionable concerns to a similar
vehicle and if possible, with similar mileage. Even though many of the conditions are described as
characteristics and may not be durability issues, GM may attempt to improve specific issues for
customer satisfaction.
The purpose of this bulletin is to assist in identifying characteristics of manual transmissions that
repair attempts will not change. The following are explanations and examples of conditions that will
generally occur in all manual transmissions. All noises will vary between transmissions due to build
variation, type of transmission (usually the more heavy duty, the more noise), type of flywheel and
clutch, level of insulation, etc.
Basic Information
Many transmission noises are created by the firing pulses of the engine. Each firing pulse creates a
sudden change in angular acceleration at the crankshaft. These changes in speed can be reduced
with clutch damper springs and dual mass flywheels. However, some speed variation will make it
through to the transmission. This can create noise as the various gears will accel and decel against
each other because of required clearances.
Cold Operation
Manual transmission operation will be affected by temperature because the transmission fluid will
be thicker when cold. The thicker fluid will increase the amount of force needed to shift the
transmission when cold. The likelihood of gear clash will also increase due to the greater time
needed for the synchronizer assembly to perform its function. Therefore when the transmission is
cold, or before it has reached operating temperature, quick, hard shifts should be avoided to
prevent damage to the transmission.
Gear Rattle
Rattling or grinding (not to be confused with a missed shift type of grinding, also described as a
combustion knock type of noise) type noises usually occur while operating the engine at low RPMs
(lugging the engine). This can occur while accelerating from a stop (for example, a Corvette) or
while operating at low RPMs while under a load (for example, Kodiak in a lower gear and at low
engine speed). Vehicles equipped with a dual-mass flywheel (for example, a 3500 HD Sierra with
the 6-speed manual and Duramax(R)) will have reduced noise levels as compared to vehicles
without (for example, a 4500 Kodiak with the 6-speed manual and Duramax(R)). However,
dual-mass flywheels do not eliminate all noise.
Neutral Rattle
There are often concerns of rattle while idling in neutral with the clutch engaged. This is related to
the changes in angular acceleration described earlier. This is a light rattle, and once again, vehicles
with dual mass flywheels will have reduced noise. If the engine is shut off while idling in neutral with
the clutch engaged, the sudden stop of the engine will create a rapid change in angular
acceleration that even dual mass flywheels cannot compensate. Because of the mass of all the
components, this will create a noise. This type of noise should not be heard if the clutch is released
(pedal pushed to the floor).
Backlash
Backlash noise is created when changing engine or driveline loading. This can occur when
accelerating from a stop, coming to a stop, or applying and releasing the throttle (loading and
unloading the driveline). This will vary based on vehicle type, build variations, driver input, vehicle
loading, etc. and is created from the necessary clearance between all of the mating gears in the
transmission, axle(s) and transfer case (if equipped).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Manual Transmission/Transaxle > Component Information >
Technical Service Bulletins > Manual Transmission - M/T Operating Characteristics > Page 7731
Shift Effort
Shift effort will vary among different style transmissions and synchronizer designs. Usually the
more heavy duty the transmission, the higher the shift effort because of the increased mass of the
components. Shift effort can also be higher in cold weather because the fluid will be thicker.
Medium duty transmissions will not shift as quickly as a Corvette transmission. To reduce shift
effort, do not attempt to rush the shift - allow the synchronizers to work as designed. Shifting harder
will only increase the chance of rushing past the synchronizer leading to grinding while shifting.
Non-Synchronized Gears
Some light duty truck transmissions in 1st gear (creeper-gear) and reverse gears in various
transmissions, along with all gears in some medium duty transmissions, may be non-synchronized.
This means there is not a mechanism to match input and output shaft speeds to allow for a smooth
shift. This function is left up to the driver. This can be noticed if a shift into 1st or reverse is
attempted while the vehicle is rolling or before the input shaft stops rotating leading to a gear grind.
The grinding can be reduced by coming to a complete stop and pausing for a moment before
shifting into the 1st or reverse gear. Some slight grinding can be expected. In medium duty
non-synchronized transmissions, the driver must match input shaft (engine) speed to output shaft
(driveshaft) speed with every shift. This can be accomplished by double clutching, or by using other
methods. If the driver is not able to perform this function properly, there will be gear grinding with
each improperly completed shift. Driver training may be required to correct this condition. Clutch
brakes are used in medium duty non-synchronized transmissions to allow a shift into gear at a
stop. The clutch brake is used to stop the input shaft from spinning, allowing a shift into gear at a
stop without grinding. The clutch brake is activated by pressing the clutch pedal all the way to the
floor. When the clutch brake is used, it is possible to have a blocked shift with the vehicle
stationary. If this occurs, engage the clutch slightly to rotate the input gear to allow the shift. The
clutch brake is intended to only be used while at a stop. Care must be taken to not activate the
clutch brake while shifting between gears. This could lead to excessive grinding or a blocked or
missed shift.
Skip Shift
Currently, the Cadillac CTS-V, Pontiac GTO, Chevrolet Corvette and Camaro SS (other models
may follow) equipped with the 6-speed manual transmission have a feature referred to as a
"skip-shift." This feature only allows a shift from 1st to 4th gear when the indicator lamp is
illuminated on the dash. Dealers cannot disable this feature as it was established to help meet fuel
economy standards. The conditions for this feature are: engine coolant at normal operating
temperature, vehicle speed of 24-31 km/h (15-19 mph), 21% or less throttle being used (refer to
Service Information or the Owner Manual for more details.)
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications
Fluid Pressure Sensor/Switch: Specifications
TFP Switch to Case 120 ft.lb
TFP Switch to Case Cover 106 in.lb
TFP Switch to Valve Body 70 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Specifications > Page 7737
Fluid Pressure Sensor/Switch: Locations
Internal Electronic Component Locations
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure
Man Vlv Position Switch Connector, Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Diagrams > Fluid Pressure
Man Vlv Position Switch Connector, Harness Side > Page 7740
Fluid Pressure Sensor/Switch: Diagrams 4T65-E Automatic Transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair > Fluid
Pressure Manual Valve Position Switch Replacement
Fluid Pressure Sensor/Switch: Service and Repair Fluid Pressure Manual Valve Position Switch
Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the control valve body bolts (375, 379 and 381) that mount
the fluid pressure manual valve position switch to the control valve body
(300).
4. Carefully remove the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position
switch is very delicate.
5. Inspect the fluid pressure manual valve position switch (395) for the following conditions:
- Damaged electrical connector terminals
- Damaged seals
- Damaged switch membranes
- Debris on the switch membranes
Installation Procedure
1. Carefully install the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position switch
is very delicate.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the control valve body bolts (375, 379, and 381) that mount the fluid pressure manual
valve position switch to the control valve body (300).
- Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.).
- Tighten the control valve body bolt (379) to 16 Nm (106 inch lbs.).
- Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.).
3. Connect the transaxle wiring harness. 4. Install the case side cover. Refer to Case Side Cover
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information > Service and Repair > Fluid
Pressure Manual Valve Position Switch Replacement > Page 7743
Fluid Pressure Sensor/Switch: Service and Repair Pressure Control Solenoid Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the pressure control solenoid (322).
Installation Procedure
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component Information > Locations > Page
7747
Park Neutral Position (PNP) Switch C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams > Page 7751
Transmission Speed Sensor: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the input speed sensor clip (441) from the case cover. 4.
Remove the input speed sensor (440) from the case cover.
5. Inspect the input speed sensor (440) for the following conditions:
- Damaged or missing magnet
- Damaged housing
- Bent or missing electrical terminals
- Damaged speed sensor clip (441)
Installation Procedure
1. Install the input speed sensor (440) into the case cover. 2. Install the input speed sensor clip
(441) into the case cover. 3. Connect the transaxle wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information > Diagrams > Page 7752
4. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations >
Automatic Transaxle Fluid Temperature (TFT) Sensor
Transmission Temperature Sensor/Switch: Locations Automatic Transaxle Fluid Temperature
(TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations >
Automatic Transaxle Fluid Temperature (TFT) Sensor > Page 7757
Transmission Temperature Sensor/Switch: Locations Transaxle Fluid Temperature (TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Page
7758
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Sensors and Switches - Transmission and Drivetrain >
Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component Information > Locations > Page
7759
Transmission Temperature Sensor/Switch: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement 2. Disconnect the wiring
harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor
(391).
Installation Procedure
1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with
fluid temperature sensor (391). 3. Install the case side cover. Refer to Case Side Cover
Replacement
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: Customer Interest A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's
Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7771
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7772
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Customer Interest: > 00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set > Page 7773
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
02-07-30-048 > Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 7779
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - 4T65E Harsh
Shifts/Shudders/Slips/DTC's Set
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 0O-07-30-002B
Date: July, 2002
TECHNICAL
Subject: Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and
Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve
Assembly)
Models: 1997-1999 Buick Riviera 1997-2002 Buick Park Avenue 1998-2002 Buick LeSabre
1999-2002 Buick Regal 2000-2002 Buick Century 2002 Buick Rendezvous 1997-2001 Chevrolet
Lumina 1997-2002 Chevrolet Monte Carlo 1999-2002 Chevrolet Venture 2000-2002 Chevrolet
Impala 1997-1999 Oldsmobile Eighty Eight 1997-2002 Oldsmobile Silhouette 1998-2002
Oldsmobile Intrigue 2001-2002 Oldsmobile Aurora (3.5L) 1997-2002 Pontiac Bonneville, Grand
Prix 1999-2002 Pontiac Transport/Montana 2001-2002 Pontiac Aztek with Hydra-Matic 4T65-E
(RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate
Bulletin Number 00-07-30-002A (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh
upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These
conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high
line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to
mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
^ Incorrect transaxle oil level.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least
three times.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7784
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table
shown, to determine if actual versus desired pressures are within the values specified. The Scan
Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped.
This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of
70°C. The pressure will vary with a change in temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and
replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve
is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required
J 21867 Universal Pressure Gauge Set
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is
receiving the correct electrical signal from the PCM.
1. Install a Scan Tool.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury
may result it the vehicle moves unexpectedly.
2. Start the engine and set the parking brake.
3. Check for a stored Diagnostic Trouble Code (DTC).
4. Repair the vehicle, if necessary.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
6. Check the manual linkage for proper adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7785
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
9. Start the engine and allow the engine to warm up at idle.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could
occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments.
Allow the pressure to stabilize for five seconds after each pressure change. Read the
corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
14. Remove the J 21867.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
16. Install the oil pressure test hole plug.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Pressure Regulating Solenoid: >
00-07-30-002B > Jul > 02 > A/T - 4T65E Harsh Shifts/Shudders/Slips/DTC's Set > Page 7786
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table shown.
DISCLAIMER
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 >
Nov > 02 > A/T - Pressure Control Solenoid Replacement
Pressure Regulating Solenoid: All Technical Service Bulletins A/T - Pressure Control Solenoid
Replacement
File In Section: 07 - Transmission/Transaxle
Bulletin No.: 02-07-30-048
Date: November, 2002
INFORMATION
Subject: Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E
Transaxle/Transmission
Models: 2000-2003 Buick Century, LeSabre, Park Avenue, Regal 2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina 2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Alero, Silhouette 2000-2003 Pontiac
Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2003 Pontiac Aztek with RPO Codes
MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or
usage of the old solenoid in 2003 model transaxles, they should not be interchanged. Interchanging
of the pressure control solenoids will result in improper shift characteristics, customer
dissatisfaction, and needed repeat repairs.
When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Pressure Regulating Solenoid: > 02-07-30-048 >
Nov > 02 > A/T - Pressure Control Solenoid Replacement > Page 7792
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7793
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7794
Pressure Regulating Solenoid: Description and Operation
Pressure Control Solenoid Valve
The pressure control (PC) solenoid valve is a precision electronic pressure regulator that controls
transmission line pressure based on current flow through its coil windings. As current flow is
increased, the magnetic field which is produced by the coil moves the solenoid's plunger further
away from the exhaust port. Opening the exhaust port decreases the output fluid pressure, which is
regulated by the PC solenoid valve. This ultimately decreases line pressure. The PCM controls the
PC solenoid valve based upon various inputs including throttle position, fluid temperature, MAP
sensor, and gear state.
The PCM controls the PC solenoid valve on a positive duty cycle at a fixed frequency of 292.5 Hz
(cycles per second). Duty cycle is defined as the percentage of time when current flows through the
solenoid coil during each cycle. A higher duty cycle provides a greater current flow through the
solenoid. The high (positive) side of the PC solenoid valve electrical circuit at the PCM controls the
PC solenoid valve operation. The PCM provides a ground path for the circuit, monitors average
current, and continuously varies the PC solenoid valve duty cycle in order to maintain the correct
average current flowing through the PC solenoid valve.
The PC solenoid valve resistance should measure between 3-5 ohms when measured at 20°C
(68°F).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7795
Pressure Regulating Solenoid: Service and Repair
Pressure Control Solenoid Valve Replacement
Removal
1. Remove the case side cover. Refer to Control Valve Body Cover Replacement . 2. Disconnect
the transaxle wiring harness.
3. Remove the pressure control solenoid (322).
Installation
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover.
Important: It is recommended that transmission adaptive pressure (TAP) information be reset.
Resetting the TAP values using a scan tool will erase all learned values in all cells. As a result, The
ECM, PCM or TCM will need to relearn TAP values. Transmission performance may be affected as
new TAP values are learned.
4. Reset the TAP values. Refer to Adapt Function.
Adapt Function
The 4T65-E transmission uses a line pressure control system, that has the ability to adapt line
pressure to compensate for normal wear of the following parts:
- The clutch fiber plates
- The springs and seals
- The apply bands
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Pressure Regulating Solenoid, A/T > Component
Information > Technical Service Bulletins > Page 7796
The PCM maintains information for the following transmission adaptive systems:
Upshift Adapts (1-2, 2-3 and 3-4)
The PCM monitors the automatic transmission input shaft speed (AT ISS) sensor and the vehicle
speed sensor (VSS) in order to determine when an upshift has started and completed. The PCM
measures the time for the upshift. If the upshift time is longer than a calibrated value, then the PCM
will adjust the current to the pressure control (PC) solenoid valve to increase the line pressure for
the next shift in the same torque range. If the upshift time is shorter than the calibrated value, then
the PCM will decrease the line pressure for the next shift in the same torque range.
Steady State Adapts
The PCM monitors the AT ISS sensor and the VSS after an upshift in order to determine the
amount of clutch slippage. If excessive slippage is detected, then the PCM will adjust the current to
the PC solenoid valve in order to increase the line pressure to maintain the proper gear ratio for the
commanded gear.
The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 16.
Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and
TAP cell 16 is the highest adaptable torque range. It is normal for TAP cell values to display zero or
negative numbers. This indicates that the PCM has adjusted line pressure at or below the
calibrated base pressure.
Clearing Transmission Adaptive Pressure (TAP)
Updating TAP information is a learning function of the PCM designed to maintain acceptable shift
times. It is not recommended that TAP information be reset unless one of the following repairs has
been made:
- Transmission overhaul or replacement
- Repair or replacement of an apply or release component (clutch, band, piston, servo)
- Repair or replacement of a component or assembly which directly affects line pressure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service
and Repair
Shift Interlock Solenoid: Service and Repair
Removal Procedure
1. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnect/Connect
Procedure in Starting and Charging. 2. Remove the center console. Refer to Console Replacement
- Front Floor (Impala) or Console Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Disconnect electrical connector from the A/T shift lock control (2).
4. Remove both ends of the Automatic Transmission Shift Lock Control from pivot points (1).
Installation Procedure
1. Install the A/T shift lock control upper clip onto upper pivot point, and lower clip onto the lower
pivot point.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Interlock Solenoid > Component Information > Service
and Repair > Page 7800
2. Install the center console. Refer to Console Replacement - Front Floor (Impala) or Console
Replacement - Front Floor (Monte Carlo) in
Instrument Panel, Gauges and Warning Indicators.
3. Install the electrical connector to the A/T shift lock control. 4. Connect negative battery cable.
Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations >
1-2 Shift Solenoid (1-2 SS) Valve
Shift Solenoid: Locations 1-2 Shift Solenoid (1-2 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Locations >
1-2 Shift Solenoid (1-2 SS) Valve > Page 7805
Shift Solenoid: Locations 2-3 Shift Solenoid (2-3 SS) Valve
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams >
1-2, 3-4 Shift Solenoid Valve Connector, Wiring Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Diagrams >
1-2, 3-4 Shift Solenoid Valve Connector, Wiring Harness Side > Page 7808
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement
Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 1-2 shift solenoid (315A).
Installation Procedure
1. Install the 1-2 shift solenoid (315A). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7811
Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the 2-3 shift solenoid (315B).
Installation Procedure
1. Install the 2-3 shift solenoid (315B). 2. Connect the transaxle wiring harness. 3. Install the case
side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7812
Shift Solenoid: Service and Repair Solenoids and Wiring Harness Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Use a small flat-bladed
tool in order to remove the wiring harness from the solenoid valve(s) (315A, 315B, 322, 334, and/or
440), TFP manual
valve position switch (95) and/or the temperature sensor (391).
3. Remove the wiring harness (224). 4. Remove the clips retaining the solenoid(s).
5. Remove the solenoid(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7813
6. Remove the 2-3 shift solenoid (315B).
7. Inspect the wiring harness (224).
Installation Procedure
1. Install the 2-3 shift solenoid (315B).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Shift Solenoid, A/T > Component Information > Service and
Repair > 1-2 Shift Solenoid Valve Replacement > Page 7814
2. Install the solenoid(s). 3. Install the retaining clips.
4. Install the wiring harness (224).
5. Install the wiring harness to the solenoid valve(s) (315A, 315B, 322, 334, and/or 440), TFP
manual valve position switch (395) and/or the
temperature sensor (391).
6. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component
Information > Locations
Torque Converter Clutch Solenoid: Locations
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component
Information > Locations > Page 7818
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Actuators and Solenoids Transmission and Drivetrain > Actuators and Solenoids - A/T > Torque Converter Clutch Solenoid, A/T > Component
Information > Locations > Page 7819
Torque Converter Clutch Solenoid: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the torque converter clutch PWM solenoid (334).
Installation Procedure
1. Install the torque converter clutch PWM solenoid (334). 2. Connect the transaxle wiring harness.
3. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Specifications
Fluid Pressure Sensor/Switch: Specifications
TFP Switch to Case 120 ft.lb
TFP Switch to Case Cover 106 in.lb
TFP Switch to Valve Body 70 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Specifications > Page 7825
Fluid Pressure Sensor/Switch: Locations
Internal Electronic Component Locations
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Diagrams > Fluid Pressure Man Vlv Position Switch Connector, Harness Side
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Diagrams > Fluid Pressure Man Vlv Position Switch Connector, Harness Side > Page 7828
Fluid Pressure Sensor/Switch: Diagrams 4T65-E Automatic Transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Service and Repair > Fluid Pressure Manual Valve Position Switch Replacement
Fluid Pressure Sensor/Switch: Service and Repair Fluid Pressure Manual Valve Position Switch
Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the control valve body bolts (375, 379 and 381) that mount
the fluid pressure manual valve position switch to the control valve body
(300).
4. Carefully remove the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position
switch is very delicate.
5. Inspect the fluid pressure manual valve position switch (395) for the following conditions:
- Damaged electrical connector terminals
- Damaged seals
- Damaged switch membranes
- Debris on the switch membranes
Installation Procedure
1. Carefully install the fluid pressure manual valve position switch (395). Handle the switch
carefully, the fluid pressure manual valve position switch
is very delicate.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the control valve body bolts (375, 379, and 381) that mount the fluid pressure manual
valve position switch to the control valve body (300).
- Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.).
- Tighten the control valve body bolt (379) to 16 Nm (106 inch lbs.).
- Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.).
3. Connect the transaxle wiring harness. 4. Install the case side cover. Refer to Case Side Cover
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Fluid Pressure Sensor/Switch, A/T > Component Information >
Service and Repair > Fluid Pressure Manual Valve Position Switch Replacement > Page 7831
Fluid Pressure Sensor/Switch: Service and Repair Pressure Control Solenoid Replacement
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the pressure control solenoid (322).
Installation Procedure
1. Install the pressure control solenoid (322). 2. Connect the transaxle wiring harness. 3. Install the
case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component
Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Position Switch/Sensor, A/T > Component
Information > Locations > Page 7835
Park Neutral Position (PNP) Switch C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information >
Diagrams
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information >
Diagrams > Page 7839
Transmission Speed Sensor: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement. 2. Disconnect the
transaxle wiring harness. 3. Remove the input speed sensor clip (441) from the case cover. 4.
Remove the input speed sensor (440) from the case cover.
5. Inspect the input speed sensor (440) for the following conditions:
- Damaged or missing magnet
- Damaged housing
- Bent or missing electrical terminals
- Damaged speed sensor clip (441)
Installation Procedure
1. Install the input speed sensor (440) into the case cover. 2. Install the input speed sensor clip
(441) into the case cover. 3. Connect the transaxle wiring harness.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Speed Sensor, A/T > Component Information >
Diagrams > Page 7840
4. Install the case side cover. Refer to Case Side Cover Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Automatic Transaxle Fluid Temperature (TFT) Sensor
Transmission Temperature Sensor/Switch: Locations Automatic Transaxle Fluid Temperature
(TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Automatic Transaxle Fluid Temperature (TFT) Sensor > Page 7845
Transmission Temperature Sensor/Switch: Locations Transaxle Fluid Temperature (TFT) Sensor
Inside the automatic transaxle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Page 7846
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Transmission and Drivetrain > Transmission Control Systems > Sensors and Switches Transmission and Drivetrain > Sensors and Switches - A/T > Transmission Temperature Sensor/Switch, A/T > Component
Information > Locations > Page 7847
Transmission Temperature Sensor/Switch: Service and Repair
Removal Procedure
1. Remove the case side cover. Refer to Case Side Cover Replacement 2. Disconnect the wiring
harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor
(391).
Installation Procedure
1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with
fluid temperature sensor (391). 3. Install the case side cover. Refer to Case Side Cover
Replacement
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > ABS Light >
Component Information > Testing and Inspection
ABS Light: Testing and Inspection
For information regarding this component and the system that it is a part of, please refer to Antilock
Brakes / Traction Control Systems Testing and Inspection.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake
Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Electronic Brake Control Module: Customer Interest Tire Inflation Monitor - False Message/Lamp
ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic Brake
Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 7861
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Electronic Brake Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Electronic Brake Control Module: All Technical Service Bulletins Tire Inflation Monitor - False
Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Electronic Brake Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page
7867
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Technical Service Bulletins > Page 7868
Electronic Brake Control Module: Specifications
Brake Pressure Modulator Valve (BPMV) and Electronic Brake Control Module (EBCM) Assembly
to Mounting Bracket 89 in.lb
Electronic Brake Control Module (EBCM) to Brake Pressure Modulator Valve (BPMV) 44 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Locations > Component Locations > Page 7871
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Diagrams > Electronic Brake Traction Control Module (EBTCM), C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Diagrams > Electronic Brake Traction Control Module (EBTCM), C1 >
Page 7874
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Diagrams > Page 7875
Electronic Brake Control Module: Service and Repair
Removal Procedure
Notice: To prevent equipment damage, never connect or disconnect the wiring harness connection
from the EBCM with the ignition switch in the ON position.
1. Turn the ignition switch to the OFF position. 2. Remove red locking tab from connector lock tab
(1). 3. Push down lock tab (1) and then move sliding connector cover (2) to the open position. 4.
Disconnect the EBCM harness connector. 5. Brush off any dirt/debris that has accumulated on the
assembly.
6. Remove the four EBCM to BPMV screws (1). 7. Separate the EBCM (2) from the BPMV (3) by
gently pulling apart until separated.
Important: Do not pry apart using a tool. Be careful not to damage BPMV surface.
Important: Care must be taken not to damage the solenoid valves when the EBCM is removed from
the BPMV.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Electronic
Brake Control Module > Component Information > Diagrams > Page 7876
1. Clean the BPMV surface with alcohol using a clean rag. 2. Install the EBCM (2) to the BPMV (3).
3. Install the four screws (1) that attaches the EBCM (2) to BPMV (3).
Notice: Refer to Fastener Notice in Service Precautions.
^ Tighten the four screws to 5 Nm (44 inch lbs.).
4. Connect the EBCM harness connector. 5. Push down lock tab (1) and then move sliding
connector cover (2) back in the home position to lock. 6. Insert red locking tab back in place. 7.
Turn the ignition switch to the RUN position, do not start engine. 8. Perform the A Diagnostic
System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Specifications > Fastener Tightening Specifications
Hydraulic Control Assembly - Antilock Brakes: Specifications Fastener Tightening Specifications
Brake Pipe Fittings At Brake Pressure Modulator Valve (BPMV) And Master Cylinder
...................................................................................... 18 ft. lbs. Brake Pressure Modulator Valve
(BPMV) and Electronic Brake Control Module (EBCM) Assembly to Mounting Bracket
............................ 89 inch lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Specifications > Fastener Tightening Specifications > Page
7881
Hydraulic Control Assembly - Antilock Brakes: Specifications Component Specifications
Modulator Tube Nuts ...........................................................................................................................
................................................................... 11 ft. lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Specifications > Page 7882
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket
Replacement
Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Modulator Bracket
Replacement
Removal Procedure
1. Turn the Ignition switch to the OFF position. 2. Remove the two BPMV mounting bracket nuts (3)
and one bolt located near the bottom and one nut (1) located at the top of the BPMV mounting
bracket (4) to the strut tower.
3. Disconnect the ground strap between the EBCM assembly and the chassis. 4. Remove the
BPMV mounting bracket (4) from the vehicle. 5. Remove BPMV and EBCM assembly (2) from the
BPMV mounting bracket (4).
Installation Procedure
1. Install the BPMV and EBCM assembly (2) to the BPMV mounting bracket (4). 2. Install the
BPMV bracket (4) to the strut tower.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the one bolt and three nuts that attach the BPMV mounting bracket (4) to the strut tower.
^ Tighten the lower two BPMV mounting bracket nuts (3) and bolt to 10 Nm (89 inch lbs.).
^ Tighten the top nut (1) for BPMV mounting bracket (4) to strut tower to 3 Nm (27 inch lbs.).
4. Reconnect the ground strap between the EBCM assembly and the chassis. 5. Turn the ignition
switch to the RUN position, engine off. 6. Perform the A Diagnostic System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket
Replacement > Page 7885
Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve
(BPMV) Replacement
Removal Procedure
Caution: For safety reasons, the Brake Pressure Modulator Valve (BPMV) must not be repaired,
the complete unit must be replaced With the exception of the EBCM/EBTCM, no screws may be
loosened. if screws are loosened, it will not be possible to get the brake circuits leak-tight and
personal injury may result.
1. Turn the ignition switch to the OFF position. 2. Remove the attaching bolts for the cruise control
module. 3. Swing the cruise control module off to the side. 4. Disengage the red locking tab from
the connector (1). 5. Push down lock tab (1) and then move sliding connector cover (2) to the open
position. 6. Disconnect the EBCM harness connector.
Important: Note the locations of the brake pipes in order to aid in installation.
7. Disconnect the brake pipes (1) from the BPMV (2). 8. Swing the four brakes pipes out of the way
only after covering the open pipes to avoid dripping or being contaminated.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket
Replacement > Page 7886
9. Disconnect the master cylinder brake pipes (2) from the BPMV (4).
10. It is not necessary to remove the brake pipes (2) from the master cylinder (1). 11. Swing the
two master cylinder brake pipes out of the way only after covering the open pipes to avoid dripping
or being contaminated.
12. Remove the two BPMV mounting bracket nuts (3) and one bolt located near the bottom and
one nut (1) located at the top of the BPMV mounting
bracket (4) to the strut tower.
13. Disconnect the ground strap between the EBCM assembly and the chassis. 14. Remove the
BPMV mounting bracket (4) and EBCM assembly (2) from the vehicle.
Notice: When removing the brake pressure modulator valve, protect the vehicle exterior from
possible brake fluid spillage. Brake fluid can cause damage to painted surfaces.
15. Remove the four bolts (3) that connect the BPMV (1) to the mounting bracket (2). 16. Remove
EBCM if replacing the BPMV only. Refer to Electronic Brake Control Module (EBCM) Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket
Replacement > Page 7887
Installation Procedure
1. Install EBCM onto the BPMV (1) if replacing the BPMV only. Refer to Electronic Brake Control
Module (EBCM) Replacement. 2. Install BPMV and EBCM as an assembly (1) to the mounting
bracket (2).
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the four bolts (3) that connects the BPMV assembly (1) to the mounting bracket (2).
^ Tighten the four bolts (3) that connect the BPMV (1) to the mounting bracket (2) to 10 Nm (89
inch lbs.).
4. Install the BPMV bracket (4) to the strut tower. 5. Install the one bolt and three nuts that attach
the BPMV Mounting bracket (4) to the strut tower.
^ Tighten the lower two BPMV mounting bracket nuts (3) and bolt to 10 Nm (84 inch lbs.).
^ Tighten the top nut (1) for BPMV mounting bracket (4) to strut tower to 3 Nm (27 inch lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket
Replacement > Page 7888
Important: If a new BPMV is being installed, remove the shipping plugs from the valve openings
during the next few steps when ready.
Caution: Make sure brake pipes are correctly connected to brake pressure modulator valve. If
brake pipes are switched by mistake, wheel lockup will occur and personal injury may result. The
only two ways this condition can be detected are by using a Scan Tool or by doing an Antilock stop.
6. Install the master cylinder brake pipes (2) into the BPMV (4).
^ Tighten the master cylinder brake pipe fittings to 24 Nm (18 ft. lbs.).
7. Install the brake pipes (1) on the BPMV (2).
^ Tighten all four brake pipe fittings to 24 Nm (18 ft. lbs.).
8. Reconnect the ground strap between the EBCM assembly and the chassis.
9. Connect the EBCM harness connector.
10. Push down lock tab (1) and then move sliding connector cover (2) back in home position to
lock. 11. Insert red locking tab back in place.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Hydraulic
Control Assembly - Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket
Replacement > Page 7889
12. Reinstall the cruise control module. 13. When all procedures have been completed, the
automated ABS bleed procedure is required. Refer to Automated Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Indicator Lamp > Component Information > Testing and Inspection
Traction Control Indicator Lamp: Testing and Inspection
For information regarding this component and the system that it is a part of, please refer to Antilock
Brakes / Traction Control Systems Testing and Inspection.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Module > Component Information > Technical Service Bulletins > Customer Interest for Traction Control Module: >
01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Traction Control Module: Customer Interest Tire Inflation Monitor - False Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Module > Component Information > Technical Service Bulletins > Customer Interest for Traction Control Module: >
01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 7901
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Traction Control
Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Traction Control Module: All Technical Service Bulletins Tire Inflation Monitor - False
Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Traction Control
Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 7907
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Component Locations
Traction Control Switch: Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Component Locations > Page 7912
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Component Locations > Page 7913
Traction Control Switch: Connector Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Component Locations > Page 7914
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Component Locations > Page 7915
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Page 7916
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Page 7917
Traction Control Switch: Service and Repair
REMOVAL PROCEDURE
1. Apply the parking brake, if equipped with column shift. 2. Position the transaxle shift control
indicator to 1, if equipped with column shift. 3. Adjust the steering wheel for access. 4. Remove the
ignition switch cylinder bezel.
5. Remove the LH instrument panel (IP) fuse block access opening cover. 6. Remove the LH P
cluster trim plate screws. 7. Start at the left side of the P cluster trim plate. Grasp the trim plate and
carefully pull rearward. Disengage enough IP cluster trim plate retainers in
order to easily access the traction control switch.
8. Disconnect the electrical connectors from the traction control switch. 9. Remove the traction
control switch from the IP cluster trim plate.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Traction
Control Switch > Component Information > Locations > Page 7918
1. Install the traction control switch to the IP cluster trim plate. 2. Connect the electrical connector
to the traction control switch.
3. Carefully press the IP cluster trim plate into the IP trim pad. Make sure all of the retainers are
fully engaged. 4. Install the LH IP cluster trim plate screws.
Tighten Tighten the IF cluster trim plate screws to 2 N.m (18 lb in).
5. Install the LH instrument panel (IP) fuse block access opening covers.
6. Install the ignition switch cylinder bezel. 7. Return the steering wheel to the original position. 8.
Position the transaxle shift control indicator to Park, if equipped with a column shift. 9. Push to
release the parking brake, if equipped with column shift.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Locations > LF Wheel Speed Sensor
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Locations > LF Wheel Speed Sensor > Page 7923
Wheel Speed Sensor: Locations Wheel Speed Sensor, Rear
In the rear wheel hub(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 7926
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 7927
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 7928
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front)
Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement (Front)
Removal Procedure
Important: The front wheel speed sensors and rings are integral with the hub and bearing
assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing
assembly. Do not service the harness pigtail individually because the harness pigtail is part of the
sensor. Refer to Front Wheel Drive Shaft Bearing Replacement.
1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the front
tire and wheel assembly. Refer to Tire and Wheel Removal and Installation. 3. Remove the front
wheel speed sensor jumper harness electrical connector (1) from the front wheel speed sensor
connector (3).
4. Remove the hub and bearing assembly (2). Refer to Front Wheel Drive Shaft Bearing
Replacement for removal.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page 7931
1. Install the hub and bearing assembly (2) to the vehicle. Refer to Front Wheel Drive Shaft Bearing
Replacement for installation.
2. Install the front wheel speed sensor jumper harness electrical connector (1) to front wheel speed
sensor connector (3). 3. Install the wheel and tire assembly. Refer to Tire and Wheel Removal and
Installation. 4. Lower the vehicle. 5. Turn the ignition switch to the RUN position with the engine off.
6. Perform the A Diagnostic System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page 7932
Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement (Rear)
Removal Procedure
Important: The rear wheel speed sensors and rings are integral with the hub and bearing
assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing
assembly. Refer to Wheel Bearing/Hub Replacement - Rear.
1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the rear
tire and wheel assembly. Refer to Tire and Wheel Removal and Installation. 3. Remove the rear
wheel speed sensor electrical connector (1) located next to the rear strut (2).
4. Remove the hub and bearing assembly (1). Refer to Wheel Bearing/Hub Replacement - Rear for
removal.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Antilock Brakes / Traction Control Systems > Wheel Speed
Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page 7933
1. Install the hub and bearing assembly (1) to the vehicle. Refer to Wheel Bearing/Hub
Replacement - Rear for installation.
2. Install the rear wheel speed sensor electrical connector (1). 3. Install the wheel and tire
assembly. Refer to Tire and Wheel Removal and Installation. 4. Lower the vehicle. 5. Turn the
ignition switch to the RUN position with the engine off. 6. Perform the A Diagnostic System Check ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure
Brake Bleeding: Service and Repair Automated Bleed Procedure
Important: In most circumstances a base brake bleed is all that is required for most component
replacements (such as wheel cylinders, calipers, brake tubes, and master cylinder), except for
BPMV replacement.
The following automated ABS bleed procedure is required when one of the following actions occur:
^
Manual bleeding at the wheels does not achieve the desired pedal height or feel.
^ BPMV (Brake Pressure Modulator Valve) replacement
^ Extreme loss of brake fluid has occurred.
^ Air ingestion is suspected.
If none of the above conditions apply, use standard bleed procedures. Refer to Hydraulic Brake
System Bleeding. The auto bleed procedure is used on DBC 7 equipped vehicles. This procedure
uses a scan tool to cycle the system solenoid valves and run the pump in order to purge the air
from the secondary circuits. These secondary circuits are normally closed off, and are only opened
during system initialization at vehicle start up, and during ABS operation. The automated bleed
procedure opens these secondary circuits and allows any air trapped inside the BPMV to flow out
toward the wheel cylinders or calipers where the air can be purged out of the system.
Automated Bleed Procedure
^ Tools Required A scan tool
- A 35 psi pressure bleeder with the proper master cylinder adapter
- Delco Supreme 11 or equivalent Dot 3 brake fluid from a clean, sealed container
- A hoist
- An unbreakable plastic bleeder bottle equipped with a hose (in order to recover fluid at the
wheels)
- An assistant, if needed
- Suitable safety attire, including safety glasses Preliminary Inspection
1. Inspect the battery for full charge, repair the battery and charging system as necessary. Refer to
Battery Charging. 2. Connect a scan tool to the Data Link Connector (DLC) and select current and
history DTCs. Repair any DTCs prior to performing the ABS bleed
procedure.
3. Inspect for visual damage and leaks. Repair as needed.
Preliminary Setup
1. Raise and support the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Turn the ignition
switch to the OFF position. 3. Remove all four tires, if necessary. 4. Connect the pressure bleeding
tool according to the manufacturer's instructions. 5. Turn the ignition switch to RUN position, with
the engine off. 6. Connect the scan tool and establish communications with the ABS system. 7.
Pressurize the bleeding tool to 30 to 35 psi.
Performing the Automated Bleed Procedure
Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing
the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be
given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment
per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid
causing damage to components and painted surfaces.
1. With the pressure bleeding tool at 30 to 35 psi, and all bleeder screws in closed position, select
Automated Bleed Procedure on the scan tool and
follow the instructions.
2. The first part of the automated bleed procedure will cycle the pump and front release valves for 1
minute. After the cycling has stopped the scan
tool will enter a "cool down" mode and display a 3 minute timer. The auto bleed will not continue
until this timer expired, and cannot be overridden.
3. During the next step, the scan tool will request the technician to open one of the bleeder screws.
The scan tool will then cycle the respective
release valve and pump motor for 1 minute.
4. The scan tool will repeat step 3 for the remaining bleeder screws. 5. With the bleeder tool still
attached to the vehicle and maintaining 35 psi, the scan tool will instruct the technician to
independently open each
bleeder screw for approximately 20 seconds. This should allow any remaining air to be purged from
the brake lines.
6. When the automated bleed procedure is completed, the scan tool will display the appropriate
message. 7. Remove pressure from the pressure bleeding tool, and then disconnect the tool from
the vehicle. 8. Depress the brake pedal in order to gauge the pedal height and feel. Repeat step 1
through step 8 until the pedal height and feel is acceptable. 9. Remove the scan tool from the DLC
connector.
10. Install the tire and wheels assemblies, if removed. 11. Lower the vehicle. 12. Inspect the brake
fluid level in master cylinder.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7938
13. Road test the vehicle in order to ensure that the brake pedal remains high and firm.
If vehicle is equipped with TCS, the scan tool will cycle both the ABS and TCS solenoids valves.
This bleed procedure is the same as the procedure above.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7939
Brake Bleeding: Service and Repair Manual and Pressure Bleeding Procedures
Caution: Do not move the vehicle until a firm brake pedal is obtained. Air in the brake system can
cause loss of brakes with possible personal injury.
Caution: Use only SUPREME II or equivalent DOT 3 brake fluid from a clean, sealed container. Do
not use fluid from an open container that may be contaminated with water. Improper or
contaminated fluid will result in damage to components or loss of braking, with possible personal
injury.
Caution: Do not overfill the brake fluid reservoir. Overfilling the brake fluid reservoir may cause the
brake fluid to overflow onto the engine exhaust components during brake system service. The
brake fluid is flammable and may cause a fire and personal injury if the brake fluid contacts the
engine exhaust system components.
Notice: If any brake component is repaired or replaced such that air is allowed to enter the brake
system, the entire bleeding procedure must be followed.
Notice: Avoid spilling brake fluid on any of the vehicle's painted surfaces, wiring, cables, or electric
connectors. Brake fluid will damage the paint and the electrical connections. If any fluid is spilled on
the vehicle, flush the area to lessen the damage.
Notice: Prior to bleeding the brakes, the front and rear displacement cylinder pistons must be
returned to the topmost position, The preferred method uses a Scan Tool to perform the rehorning
procedure. If a Scan Tool is not available, the second procedure may be used, but it is extremely
important that the procedure be followed exactly as outlined.
A bleeding operation is necessary in order to remove air when air is introduced into the hydraulic
brake system. Bleed the hydraulic system at all four brakes if air has been introduced through a low
fluid level or by disconnecting brake pipes at the master cylinder. If a brake hose or brake pipe is
disconnected at one wheel, bleed only that one wheel caliper. If brake pipes or hoses are
disconnected at any fitting located between the master cylinder and the brakes, then only bleed the
brake system served by the disconnected pipe or hose.
With Scan Tool (Preferred Method)
Refer to Automated Bleed Procedure.
Without Scan Tool
Notice: This method can only be used if the amber ABS warning indicator is not illuminated and no
DTCs are present.
Important: Do not place your foot on the brake pedal through this entire procedure unless
specifically directed to do so.
1. Remove foot from the brake pedal. 2. Start the engine. Allow the engine to run for at least ten
seconds while observing the amber ABS warning indicator. 3. If the amber ABS warning indicator
turns on and stays on after ten seconds, stop the bleeding procedure. Use a Scan Tool in order to
diagnose the
ABS malfunction.
4. If the amber ABS warning indicator turns on for approximately three seconds, then turns off and
stays off, turn the ignition off. 5. Repeat the previous four steps one more time. 6. Bleed the entire
brake system.
Pressure Bleeding
^ Tools Required J 29532 Diaphragm Type Brake Bleeder
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7940
- J 35589 Compact Brake Bleeder Adapter
Notice: Pressure bleeding equipment must be of the diaphragm type. It must have a rubber
diaphragm between the air supply and the brake fluid to prevent air, moisture, and other
contaminants from entering the hydraulic system.
1. Inspect and fill the master cylinder reservoir to the proper level as necessary. 2. Assemble the
components as shown. 3. Install the J 35589 to the master cylinder reservoir. 4. Connect the J
29532 to the J 35589. 5. Adjust the J 29532 to 35 - 70 kPa (5 - 10 psi). 6. Wait approximately 30
seconds, then inspect the entire hydraulic brake system in order to ensure that there are no
existing brake fluid leaks.
Repair any brake fluid leaks.
7. Adjust the J 29532 to 205 - 240 kPa (30 - 35 psi).
Important: Use a shop cloth in order to catch escaping brake fluid.
8. Slowly open the ABS modulator brake pipe fitting (1) starting from the first pipe on the left side in
order to allow the brake fluid to flow.
Notice: Refer to Fastener Notice in Service Precautions.
9. Close the ABS modulator brake pipe fitting when air bubbles are no longer detected in the brake
fluid.
^ Tighten the ABS modulator brake pipe fitting to 24 Nm (18 ft. lbs.).
10. Repeat Steps 8 and 9 for the remaining ABS modulator brake pipe fittings.
11. Raise and suitably support the vehicle. 12. Install the clear plastic bleeder hose to the RIGHT
REAR bleeder valve:
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7941
13. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 14. Slowly open the bleeder valve in order to allow the brake fluid to flow. 15.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
16. Remove the clear plastic bleeder hose from the bleeder valve.
17. Install the clear plastic bleeder hose to the LEFT FRONT brake caliper bleeder valve. 18.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 19. Slowly open the bleeder valve in order to allow the brake fluid to flow. 20.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
21. Remove the clear plastic bleeder hose from the bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7942
22. Install the clear plastic bleeder hose to the LEFT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
23. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 24. Slowly open the bleeder valve in order to allow the brake fluid to flow. 25.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
26. Remove the clear plastic bleeder hose from the bleeder valve.
27. Install the clear plastic bleeder hose to the RIGHT FRONT brake caliper bleeder valve. 28.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 29. Slowly open the bleeder valve in order to allow the brake fluid to flow. 30.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
31. Remove the clear plastic bleeder hose from the bleeder valve. 32. Lower the vehicle. 33.
Remove the J 35589 from the master cylinder reservoir. 34. Inspect and fill the master cylinder
reservoir to the proper level as necessary. Refer to Master Cylinder Reservoir Filling. 35. Install the
master cylinder reservoir cap. 36. Start the engine and allow the engine to run for at least 10
seconds. 37. Turn the ignition OFF. 38. Inspect the brake pedal feel and the brake pedal travel.
Refer to Brake Pedal Travel.
^ If the brake pedal feels firm and constant and the brake pedal travel does not exceed
specifications, proceed to Step 39.
^ If the pedal feels soft or the brake pedal travel exceeds specifications, DO NOT DRIVE THE
VEHICLE. Go to Step 40.
39. Start the engine and inspect the brake pedal feel.
^ If the brake pedal still feels firm, got to Step 42.
^ If the brake pedal feels soft, DO NOT DRIVE THE VEHICLE. proceed to Step 40.
40. Use the scan tool in order to perform the automated bleed procedure. Refer to Automated
Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7943
41. Ensure that the unacceptable brake pedal feel/travel is not caused by misadjusted brake linings
or other mechanical failures, then repeat the Brake
System Pressure Bleeding procedure. Proceed to Step 1.
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
42. Road test the vehicle. Make several normal (non-ABS) stops from a moderate speed in order to
ensure proper brake system function. Allow
adequate brake system cooling time between stops.
Brake System Manual Bleeding Procedure
Notice: Avoid spilling brake fluid on any of the vehicle's painted surfaces, wiring, cables, or electric
connectors. Brake fluid will damage the paint and the electrical connections. It any fluid is spilled on
the vehicle, flush the area to lessen the damage.
Important: This procedure may require the help of an assistant to apply the brake pedal while the
bleeder valves are opened and closed.
Important: Ensure that the master cylinder brake fluid level does not drop to the bottom of the
master cylinder reservoir. You will be instructed to Inspect and fill the master cylinder reservoir at
times during this procedure. However, the actual frequency of master cylinder reservoir filling
REQUIRED will depend on the amount of fluid that is released. If the brake fluid level drops to the
bottom of the master cylinder reservoir, start the bleed procedure again at Step 1.
1. Inspect and fill the master cylinder reservoir to the proper level as necessary. Refer to Master
Cylinder Reservoir Filling.
Important: Use a shop cloth in order to catch escaping brake fluid.
2. Slowly open the ABS modulator brake pipe fitting (1) starting from the first pipe on the left side in
order to allow the brake fluid to flow. 3. Press and hold the brake pedal approximately 75 percent of
a full stroke.
Notice: Refer to Fastener Notice in Service Precautions.
4. Close the ABS modulator brake pipe fitting when air bubbles are no longer detected in the brake
fluid.
^ Tighten the ABS modulator brake pipe fitting to 24 Nm (18 ft. lbs.).
5. Repeat Steps 2 and 3 for the remaining ABS modulator brake pipe fittings.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7944
6. Inspect and fill the master cylinder reservoir to the proper level as necessary. 7. Raise and
suitably support the vehicle. Refer to Vehicle Lifting. 8. Install the clear plastic bleeder hose to the
RIGHT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
9. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid.
10. Open the bleeder valve. 11. Press and hold the brake pedal approximately 75 percent of a full
stroke. 12. Close the bleeder valve. 13. Release the brake pedal. 14. Repeat Steps 10 through 13
until air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
15. Remove the clear plastic bleeder hose from the bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7945
16. Install the clear plastic bleeder hose to the LEFT FRONT brake caliper bleeder valve. 17.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 18. Open the bleeder valve. 19. Press and hold the brake pedal approximately 75
percent of a full stroke. 20. Close the bleeder valve. 21. Release the brake pedal. 22. Repeat Steps
18 through 21 until air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
23. Remove the clear plastic bleeder hose from the bleeder valve.
24. Install the clear plastic bleeder hose to the LEFT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7946
25. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 26. Open the bleeder valve. 27. Press and hold the brake pedal
approximately 75 percent of a full stroke. 28. Close the bleeder valve. 29. Release the brake pedal.
30. Repeat Steps 26 through 29 until air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.).
31. Remove the clear plastic bleeder hose from the bleeder valve.
32. Install the clear plastic bleeder hose to the RIGHT FRONT brake caliper bleeder valve. 33.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 34. Open the bleeder valve. 35. Press and hold the brake pedal approximately 75
percent of a full stroke. 36. Close the bleeder valve. 37. Release the brake pedal. 38. Repeat Steps
34 through 37 until air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
39. Remove the clear plastic bleeder hose from the bleeder valve. 40. Lower the vehicle.
41. Remove the brake fluid reservoir cover. 42. Inspect the brake fluid level in the reservoir. 43.
Install the brake fluid reservoir cover. 44. Turn the ignition switch to the RUN position, then turn off
the engine. Apply the brake pedal with moderate force and hold the pedal. Note the
pedal travel and feel.
45. If the pedal feels firm and constant and pedal travel is not excessive, start the engine. With the
engine running, recheck the pedal travel. 46. If the pedal feel is still firm and constant and pedal
travel is not excessive, perform a vehicle road test. Make several normal (non-ABS) stops from
a moderate speed in order to ensure proper brake system function.
47. If pedal feel is soft or has excessive travel either initially or after engine start, refer to
Automated Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Bleeding > System Information > Service and Repair >
Automated Bleed Procedure > Page 7947
48. Repeat the manual bleeding procedure, starting at Step 1.
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
49. Perform a vehicle road test. Make several normal (non-ABS) stops from a moderate speed in
order to ensure proper brake system function.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Specifications
> Fastener Tightening Specifications
Brake Pedal Assy: Specifications
Brake Pedal racket Lower Mounting Bolts 16 ft.lb
Brake Pedal Bracket Upper Mounting Bolts 18 ft.lb
Brake Pedal Bolt and Nut 30 ft.lb
Brake Pedal Reinforcement Bracket Nuts 37 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Specifications
> Fastener Tightening Specifications > Page 7952
Brake Pedal Assy: Specifications
Brake Pedal Bracket Lower Mounting Bolts 16 ft.lb
Brake Pedal Bracket Upper Mounting Bolts 18 ft.lb
Brake Pedal Bolt 30 ft.lb
Brake Pedal Reinforcement Bracket Nuts 37 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Specifications
> Fastener Tightening Specifications > Page 7953
Brake Pedal Assy: Specifications
Brake Pedal Travel 2.91 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Specifications
> Page 7954
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Service and
Repair > Brake Pedal Bracket Replacement
Brake Pedal Assy: Service and Repair Brake Pedal Bracket Replacement
Removal Procedure
1. Remove the brake booster. 2. Remove the brake pedal bracket mounting nuts. 3. Remove the
Cross Vehicle Beam. 4. Remove the brake pedal. Refer to Brake Pedal Replacement.
5. Remove the brake pedal bracket
Installation Procedure
1. Install the brake pedal bracket.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Service and
Repair > Brake Pedal Bracket Replacement > Page 7957
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the brake pedal bracket mounting nuts.
^ Tighten the nuts to 40 Nm (30 ft. lbs.).
3. Install the brake pedal. Refer to Brake Pedal Replacement. 4. Install the Cross Vehicle Beam. 5.
Install the brake booster.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Service and
Repair > Brake Pedal Bracket Replacement > Page 7958
Brake Pedal Assy: Service and Repair Brake Pedal Replacement
Removal Procedure
1. Remove the left instrument panel insulator. 2. Uncap the BCM and position aside. 3. Remove
the stoplamp switch. Refer to Stoplamp Switch Replacement 4. Remove the cruise release switch
(if equipped). Refer to Cruise Release Switch Replacement. 5. Remove the wiring harness clips 6.
Remove the brake pedal pushrod retaining clip. 7. Remove the brake pedal pushrod and washer.
8. Inspect all parts for evidence of wear. Repair or replace the worn parts as needed.
9. Remove the brake pedal bolt and nut.
10. Remove the brake pedal and bushings.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Service and
Repair > Brake Pedal Bracket Replacement > Page 7959
1. Install the brake pedal and the bushings.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the brake pedal bolt and nut.
^ Tighten the bolts to 40 Nm (30 ft. lbs.).
3. Install the brake pedal washer and pushrod. 4. Install the brake pedal pushrod retaining clip. 5.
Install the wiring harness clips 6. Install the cruise release switch (if equipped). Refer to Cruise
Release Switch Replacement. 7. Install the stoplamp switch. Refer to Stoplamp Switch
Replacement. 8. Position and clip the BCM back into place. 9. Install the left instrument panel
insulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Pedal Assy > Component Information > Service and
Repair > Brake Pedal Bracket Replacement > Page 7960
Brake Pedal Assy: Service and Repair Brake Pedal Push Rod Boot Retainer Replacement
Removal Procedure
1. Remove the brake pedal reinforcement bracket. Refer to Brake Pedal Bracket Replacement. 2.
Remove the brake pedal push rod boot from the retainer. 3. Inspect all of the parts for wear. Repair
or replace the parts as needed.
Installation Procedure
1. Install the brake pedal push rod boot to the retainer. 2. Install the brake pedal reinforcement
bracket. Refer to Brake Pedal Bracket Replacement. 3. Adjust the stoplamp switch. Refer to
Stoplamp Switch Adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Brake Warning Indicator > Component Information > Testing
and Inspection
Brake Warning Indicator: Testing and Inspection
For information regarding this component and the system that it is a part of, please refer to
Hydraulic System Testing and Inspection.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise
Brake Caliper: Customer Interest Brakes - Rattling Noise
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-O11A
Date: February, 2002
TECHNICAL
Subject: Rattle Type Noise Coming from Front of Vehicle (Install Front Brake Caliper Service Kit)
Models:
2000-01 Buick Century, Regal 2000-01 Chevrolet Impala, Monte Carlo, Venture 2000-01
Oldsmobile Intrigue, Silhouette 2000-01 Pontiac Grand Prix, Montana
This bulletin is being revised to remove Chevrolet Lumina from the Models section and to update
the condition information. Please discard Corporate Bulletin Number 01-05-23-11 (Section 05 Brakes).
Built Prior to the VIN Breakpoints shown.
Condition
Some customers may comment about a rattle type noise coming from the front of the vehicle. This
noise usually occurs at vehicle speeds under 48 km/h (30 mph) and while driving over bumps. The
noise can usually be eliminated by a light application of the brake pedal.
Cause
This condition may be caused by too much clearance between the front brake caliper bracket and
the caliper pins in the bottom of the bracket bores.
Correction
Install front brake caliper service kits to both sides of the vehicle using the following service
procedure. Each kit contains 2 pins, 2 boots, and 2 packets of grease.
Service Procedure
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General
Information.
2. Remove both the front tire and wheel assemblies.
3. Hand tighten 2 wheel nuts to retain the rotor to the hub.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise >
Page 7973
4. Install a large C-clamp (2) over the top of the brake caliper and against the back of the outboard
brake pad.
5. Tighten the C-clamp until the caliper piston is pushed into the caliper bore enough to slide the
caliper off the rotor.
6. Remove the C-clamp from the caliper.
7. Remove the caliper pin bolts (3) and discard. New bolts are supplied with the service kit.
8. Remove the caliper (1) from the caliper bracket (2) and support the caliper with heavy
mechanic's wire, or equivalent.
9. Using a flat bladed tool or punch, carefully tap the caliper pin boots from the brake caliper
bracket and discard.
10. Remove and discard the bushings from the brake caliper bracket bores. Carefully insert a small
screwdriver into the brake caliper bracket bore, then rotate and pull the bushing outward to remove.
11. Remove the brake pads from the brake caliper bracket.
12. Thoroughly clean the brake caliper bracket bores of all lubricant.
13. Install the brake pads to the brake caliper bracket.
14. Lubricate the brake caliper bracket bores. Divide the large packet of grease, P/N 18046532; put
one-half packet into each bore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise >
Page 7974
15. Lubricate the new caliper pin boots. Use the small packet of grease, P/N 18046645, only on the
bottom internal threads (2).
16. Install the new caliper pin boots into the caliper pin bores (3) on the bracket. Carefully tap boots
into bores using a deep well socket or equivalent.
17. Install the caliper over the rotor and onto the caliper bracket. Ensure that the caliper pin boots
are not pinched.
Important:
The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing caliper pin,
or bottom pin, is a solid design.
18. Install the new caliper pin bolts (1). It is important to note which caliper pin is designed for the
correct bore. The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing
caliper pin, or bottom pin, is a solid design. Ensure that the bolt boots fit securely in the groove of
the pin bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be
replaced.
Tighten
Tighten the bolts to 95 N.m (70 lb ft).
19. Remove the 2 wheel nuts retaining the rotor to the hub.
20. Repeat the above steps for the other side.
21. Install both the front tire and wheel assemblies. Tighten the wheel nuts using the J 39544 kit.
22. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise >
Page 7975
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-011A > Feb > 02 > Brakes - Rattling
Noise
Brake Caliper: All Technical Service Bulletins Brakes - Rattling Noise
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-O11A
Date: February, 2002
TECHNICAL
Subject: Rattle Type Noise Coming from Front of Vehicle (Install Front Brake Caliper Service Kit)
Models:
2000-01 Buick Century, Regal 2000-01 Chevrolet Impala, Monte Carlo, Venture 2000-01
Oldsmobile Intrigue, Silhouette 2000-01 Pontiac Grand Prix, Montana
This bulletin is being revised to remove Chevrolet Lumina from the Models section and to update
the condition information. Please discard Corporate Bulletin Number 01-05-23-11 (Section 05 Brakes).
Built Prior to the VIN Breakpoints shown.
Condition
Some customers may comment about a rattle type noise coming from the front of the vehicle. This
noise usually occurs at vehicle speeds under 48 km/h (30 mph) and while driving over bumps. The
noise can usually be eliminated by a light application of the brake pedal.
Cause
This condition may be caused by too much clearance between the front brake caliper bracket and
the caliper pins in the bottom of the bracket bores.
Correction
Install front brake caliper service kits to both sides of the vehicle using the following service
procedure. Each kit contains 2 pins, 2 boots, and 2 packets of grease.
Service Procedure
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General
Information.
2. Remove both the front tire and wheel assemblies.
3. Hand tighten 2 wheel nuts to retain the rotor to the hub.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-011A > Feb > 02 > Brakes - Rattling
Noise > Page 7981
4. Install a large C-clamp (2) over the top of the brake caliper and against the back of the outboard
brake pad.
5. Tighten the C-clamp until the caliper piston is pushed into the caliper bore enough to slide the
caliper off the rotor.
6. Remove the C-clamp from the caliper.
7. Remove the caliper pin bolts (3) and discard. New bolts are supplied with the service kit.
8. Remove the caliper (1) from the caliper bracket (2) and support the caliper with heavy
mechanic's wire, or equivalent.
9. Using a flat bladed tool or punch, carefully tap the caliper pin boots from the brake caliper
bracket and discard.
10. Remove and discard the bushings from the brake caliper bracket bores. Carefully insert a small
screwdriver into the brake caliper bracket bore, then rotate and pull the bushing outward to remove.
11. Remove the brake pads from the brake caliper bracket.
12. Thoroughly clean the brake caliper bracket bores of all lubricant.
13. Install the brake pads to the brake caliper bracket.
14. Lubricate the brake caliper bracket bores. Divide the large packet of grease, P/N 18046532; put
one-half packet into each bore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-011A > Feb > 02 > Brakes - Rattling
Noise > Page 7982
15. Lubricate the new caliper pin boots. Use the small packet of grease, P/N 18046645, only on the
bottom internal threads (2).
16. Install the new caliper pin boots into the caliper pin bores (3) on the bracket. Carefully tap boots
into bores using a deep well socket or equivalent.
17. Install the caliper over the rotor and onto the caliper bracket. Ensure that the caliper pin boots
are not pinched.
Important:
The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing caliper pin,
or bottom pin, is a solid design.
18. Install the new caliper pin bolts (1). It is important to note which caliper pin is designed for the
correct bore. The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing
caliper pin, or bottom pin, is a solid design. Ensure that the bolt boots fit securely in the groove of
the pin bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be
replaced.
Tighten
Tighten the bolts to 95 N.m (70 lb ft).
19. Remove the 2 wheel nuts retaining the rotor to the hub.
20. Repeat the above steps for the other side.
21. Install both the front tire and wheel assemblies. Tighten the wheel nuts using the J 39544 kit.
22. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-011A > Feb > 02 > Brakes - Rattling
Noise > Page 7983
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-006A > Jun > 01 > Brake Calipers Revised Fastener Requirements
Brake Caliper: All Technical Service Bulletins Brake Calipers - Revised Fastener Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-006A
Date: June, 2001
SERVICE MANUAL UPDATE
Subject: Revised Fastener Requirements for Front and Rear Brake Caliper Bracket Replacement
Models: 1997-2001 Buick Century, Regal 1997-2001 Buick Regal (Export China) 1997-2001
Chevrolet Trans Sport (Export China), Venture 2000-2001 Chevrolet Impala, Monte Carlo
1998-2001 Oldsmobile Intrigue 1997-1998 Pontiac Trans Sport 1997-2001 Pontiac Grand Prix
1999-2001 Pontiac Montana
This bulletin is being revised to update the model information. Please discard Corporate Bulletin
Number 01-05-23-006 (Section 05 - Brakes).
This bulletin is being issued to revise the fastener requirements for the front and rear brake caliper
bracket replacement procedures in the Disc-Brake sub-section of Brakes in the appropriate Service
Manual. Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc-Brake sub-section
of the Service Manual.
Front Brake Caliper Bracket Replacement (All Above Listed Vehicles)
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the front brake pads.
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-006A > Jun > 01 > Brake Calipers Revised Fastener Requirements > Page 7988
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 180 N.m (133 lb ft).
8. Install the front brake pads.
9. Install the caliper.
Rear Brake Caliper Bracket Replacement (See Vehicles Listed Below)
^ 1999-2001 Buick Century, Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo
^ 2000-2001 Chevrolet Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the rear brake pads.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-006A > Jun > 01 > Brake Calipers Revised Fastener Requirements > Page 7989
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 115 N.m (85 lb ft).
8. Install the rear brake pads.
9. Install the caliper.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes
- Revised Tool Requirements
Technical Service Bulletin # 01-05-23-003 Date: 010301
Front/Rear Brakes - Revised Tool Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-003
Date: March, 2001
SERVICE MANUAL UPDATE
Subject: Revised Tool Requirements for Front and Rear Brake Caliper Overhaul
Models: 1997-2001
Buick Park Avenue, Regal
1997-2001 Buick Regal (Export China)
2000-2001 Buick LeSabre
1997-2001 Cadillac DeVille, Seville
2000-2001 Cadillac Eldorado
1997-2001 Chevrolet Trans Sport (Export China), Venture
2000-2001 Chevrolet Impala, Lumina, Monte Carlo
1997-2001 Oldsmobile Aurora, Silhouette
1998-2001 Oldsmobile Intrigue
1997-2001 Pontiac Grand Prix, Montana, Trans Sport
2000-2001 Pontiac Bonneville
This bulletin is being issued to revise the tool requirements for the front and rear brake caliper
overhaul procedures in the Disc-Brake sub-section of Brakes in the appropriate Service Manual.
Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc Brake sub-section
of the Service Manual.
DISCLAIMER
Front Brake Caliper Overhaul Procedure
(All Above Listed Vehicles)
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided
it may be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes
- Revised Tool Requirements > Page 7994
1. Remove the front brake caliper from the vehicle.
2. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
3. Using a small wooden or plastic tool, remove the caliper piston seal (2) from the seal
counterbore in the caliper (1) and discard the boot seal.
4. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore and
discard the piston seal.
5. Remove the bleeder valve (5) and cap (6) from the caliper (1).
Important:
Do not use abrasives to clean the brake caliper piston.
6. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
7. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
10. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
11. Inspect the caliper piston for cracks, scoring and/or damage to the finished surface area.
Replace the caliper piston if any of these conditions exist.
12. Lubricate the new piston seal with Delco Supreme 11(R), P/N 12377967 (in Canada use P/N
992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
13. Install the lubricated new piston seal into the caliper bore.
14. Install the caliper piston into the caliper bore. Press the piston to the bottom of the bore.
15. Install the new piston dust boot seal over the piston.
16. Use J-35777 to fully seat the caliper piston seal into the counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes
- Revised Tool Requirements > Page 7995
17. Install the bleeder valve and cap to the caliper and tighten the valve securely.
18. Install the front brake caliper to the vehicle.
Rear Brake Caliper Overhaul Procedure
(See Vehicles Listed Below)
^ 1999-2001 Buick Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo, Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided,
it may be damaged.
1. Remove the rear brake caliper from the vehicle.
2. Remove the bleeder valve and cap from the caliper housing.
3. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
4. Remove the retaining ring that secures the dust boot to the caliper housing.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes
- Revised Tool Requirements > Page 7996
5. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot
seal.
6. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard
the piston seal.
Important:
Do not use abrasives to clean the brake caliper piston.
7. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
8. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
9. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
10. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
11. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
12. Inspect the caliper piston for cracks, scoring and/or damage to the chrome plating. Replace the
caliper piston if any of these conditions exist.
13. Lubricate the new piston seal (4) with Delco Supreme 11(R), P/N 12377967 (in Canada, use
P/N 992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
14. Install the lubricated new piston seal (4) into the caliper bore.
15. Install the bottom half of the caliper piston (3) into the caliper bore.
16. Install the new piston dust boot seal (2) over the caliper piston (3).
17. Compress the caliper piston (3) to the bottom of the caliper bore.
18. Fully seat the piston dust boot seal (2) into caliper counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes
- Revised Tool Requirements > Page 7997
19. Install the retaining ring that secures the dust boot to the caliper housing.
20. Install the bleeder valve and cap to the caliper and tighten the valve securely.
21. Install the rear brake caliper to the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > Tire
Inflation Monitor - False Message/Lamp ON
Traction Control Module: All Technical Service Bulletins Tire Inflation Monitor - False
Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > Tire
Inflation Monitor - False Message/Lamp ON > Page 8003
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise
Brake Caliper: All Technical Service Bulletins Brakes - Rattling Noise
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-O11A
Date: February, 2002
TECHNICAL
Subject: Rattle Type Noise Coming from Front of Vehicle (Install Front Brake Caliper Service Kit)
Models:
2000-01 Buick Century, Regal 2000-01 Chevrolet Impala, Monte Carlo, Venture 2000-01
Oldsmobile Intrigue, Silhouette 2000-01 Pontiac Grand Prix, Montana
This bulletin is being revised to remove Chevrolet Lumina from the Models section and to update
the condition information. Please discard Corporate Bulletin Number 01-05-23-11 (Section 05 Brakes).
Built Prior to the VIN Breakpoints shown.
Condition
Some customers may comment about a rattle type noise coming from the front of the vehicle. This
noise usually occurs at vehicle speeds under 48 km/h (30 mph) and while driving over bumps. The
noise can usually be eliminated by a light application of the brake pedal.
Cause
This condition may be caused by too much clearance between the front brake caliper bracket and
the caliper pins in the bottom of the bracket bores.
Correction
Install front brake caliper service kits to both sides of the vehicle using the following service
procedure. Each kit contains 2 pins, 2 boots, and 2 packets of grease.
Service Procedure
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General
Information.
2. Remove both the front tire and wheel assemblies.
3. Hand tighten 2 wheel nuts to retain the rotor to the hub.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise > Page 8013
4. Install a large C-clamp (2) over the top of the brake caliper and against the back of the outboard
brake pad.
5. Tighten the C-clamp until the caliper piston is pushed into the caliper bore enough to slide the
caliper off the rotor.
6. Remove the C-clamp from the caliper.
7. Remove the caliper pin bolts (3) and discard. New bolts are supplied with the service kit.
8. Remove the caliper (1) from the caliper bracket (2) and support the caliper with heavy
mechanic's wire, or equivalent.
9. Using a flat bladed tool or punch, carefully tap the caliper pin boots from the brake caliper
bracket and discard.
10. Remove and discard the bushings from the brake caliper bracket bores. Carefully insert a small
screwdriver into the brake caliper bracket bore, then rotate and pull the bushing outward to remove.
11. Remove the brake pads from the brake caliper bracket.
12. Thoroughly clean the brake caliper bracket bores of all lubricant.
13. Install the brake pads to the brake caliper bracket.
14. Lubricate the brake caliper bracket bores. Divide the large packet of grease, P/N 18046532; put
one-half packet into each bore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise > Page 8014
15. Lubricate the new caliper pin boots. Use the small packet of grease, P/N 18046645, only on the
bottom internal threads (2).
16. Install the new caliper pin boots into the caliper pin bores (3) on the bracket. Carefully tap boots
into bores using a deep well socket or equivalent.
17. Install the caliper over the rotor and onto the caliper bracket. Ensure that the caliper pin boots
are not pinched.
Important:
The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing caliper pin,
or bottom pin, is a solid design.
18. Install the new caliper pin bolts (1). It is important to note which caliper pin is designed for the
correct bore. The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing
caliper pin, or bottom pin, is a solid design. Ensure that the bolt boots fit securely in the groove of
the pin bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be
replaced.
Tighten
Tighten the bolts to 95 N.m (70 lb ft).
19. Remove the 2 wheel nuts retaining the rotor to the hub.
20. Repeat the above steps for the other side.
21. Install both the front tire and wheel assemblies. Tighten the wheel nuts using the J 39544 kit.
22. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise > Page 8015
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 > Brake Calipers - Revised Fastener
Requirements
Brake Caliper: All Technical Service Bulletins Brake Calipers - Revised Fastener Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-006A
Date: June, 2001
SERVICE MANUAL UPDATE
Subject: Revised Fastener Requirements for Front and Rear Brake Caliper Bracket Replacement
Models: 1997-2001 Buick Century, Regal 1997-2001 Buick Regal (Export China) 1997-2001
Chevrolet Trans Sport (Export China), Venture 2000-2001 Chevrolet Impala, Monte Carlo
1998-2001 Oldsmobile Intrigue 1997-1998 Pontiac Trans Sport 1997-2001 Pontiac Grand Prix
1999-2001 Pontiac Montana
This bulletin is being revised to update the model information. Please discard Corporate Bulletin
Number 01-05-23-006 (Section 05 - Brakes).
This bulletin is being issued to revise the fastener requirements for the front and rear brake caliper
bracket replacement procedures in the Disc-Brake sub-section of Brakes in the appropriate Service
Manual. Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc-Brake sub-section
of the Service Manual.
Front Brake Caliper Bracket Replacement (All Above Listed Vehicles)
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the front brake pads.
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 > Brake Calipers - Revised Fastener
Requirements > Page 8020
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 180 N.m (133 lb ft).
8. Install the front brake pads.
9. Install the caliper.
Rear Brake Caliper Bracket Replacement (See Vehicles Listed Below)
^ 1999-2001 Buick Century, Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo
^ 2000-2001 Chevrolet Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the rear brake pads.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 > Brake Calipers - Revised Fastener
Requirements > Page 8021
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 115 N.m (85 lb ft).
8. Install the rear brake pads.
9. Install the caliper.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes - Revised Tool Requirements
Technical Service Bulletin # 01-05-23-003 Date: 010301
Front/Rear Brakes - Revised Tool Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-003
Date: March, 2001
SERVICE MANUAL UPDATE
Subject: Revised Tool Requirements for Front and Rear Brake Caliper Overhaul
Models: 1997-2001
Buick Park Avenue, Regal
1997-2001 Buick Regal (Export China)
2000-2001 Buick LeSabre
1997-2001 Cadillac DeVille, Seville
2000-2001 Cadillac Eldorado
1997-2001 Chevrolet Trans Sport (Export China), Venture
2000-2001 Chevrolet Impala, Lumina, Monte Carlo
1997-2001 Oldsmobile Aurora, Silhouette
1998-2001 Oldsmobile Intrigue
1997-2001 Pontiac Grand Prix, Montana, Trans Sport
2000-2001 Pontiac Bonneville
This bulletin is being issued to revise the tool requirements for the front and rear brake caliper
overhaul procedures in the Disc-Brake sub-section of Brakes in the appropriate Service Manual.
Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc Brake sub-section
of the Service Manual.
DISCLAIMER
Front Brake Caliper Overhaul Procedure
(All Above Listed Vehicles)
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided
it may be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes - Revised Tool Requirements
> Page 8026
1. Remove the front brake caliper from the vehicle.
2. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
3. Using a small wooden or plastic tool, remove the caliper piston seal (2) from the seal
counterbore in the caliper (1) and discard the boot seal.
4. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore and
discard the piston seal.
5. Remove the bleeder valve (5) and cap (6) from the caliper (1).
Important:
Do not use abrasives to clean the brake caliper piston.
6. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
7. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
10. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
11. Inspect the caliper piston for cracks, scoring and/or damage to the finished surface area.
Replace the caliper piston if any of these conditions exist.
12. Lubricate the new piston seal with Delco Supreme 11(R), P/N 12377967 (in Canada use P/N
992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
13. Install the lubricated new piston seal into the caliper bore.
14. Install the caliper piston into the caliper bore. Press the piston to the bottom of the bore.
15. Install the new piston dust boot seal over the piston.
16. Use J-35777 to fully seat the caliper piston seal into the counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes - Revised Tool Requirements
> Page 8027
17. Install the bleeder valve and cap to the caliper and tighten the valve securely.
18. Install the front brake caliper to the vehicle.
Rear Brake Caliper Overhaul Procedure
(See Vehicles Listed Below)
^ 1999-2001 Buick Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo, Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided,
it may be damaged.
1. Remove the rear brake caliper from the vehicle.
2. Remove the bleeder valve and cap from the caliper housing.
3. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
4. Remove the retaining ring that secures the dust boot to the caliper housing.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes - Revised Tool Requirements
> Page 8028
5. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot
seal.
6. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard
the piston seal.
Important:
Do not use abrasives to clean the brake caliper piston.
7. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
8. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
9. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
10. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
11. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
12. Inspect the caliper piston for cracks, scoring and/or damage to the chrome plating. Replace the
caliper piston if any of these conditions exist.
13. Lubricate the new piston seal (4) with Delco Supreme 11(R), P/N 12377967 (in Canada, use
P/N 992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
14. Install the lubricated new piston seal (4) into the caliper bore.
15. Install the bottom half of the caliper piston (3) into the caliper bore.
16. Install the new piston dust boot seal (2) over the caliper piston (3).
17. Compress the caliper piston (3) to the bottom of the caliper bore.
18. Fully seat the piston dust boot seal (2) into caliper counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-03-10-008A > Feb > 02 > All
Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 > Front/Rear Brakes - Revised Tool Requirements
> Page 8029
19. Install the retaining ring that secures the dust boot to the caliper housing.
20. Install the bleeder valve and cap to the caliper and tighten the valve securely.
21. Install the rear brake caliper to the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Specifications > Component Specifications
Inflatable Restraint Sensing And Diagnostic Module (SDM) (C2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Specifications
Inflatable Restraint Sensing and Diagnostic Module: Specifications
Inflatable Restraint Sensing and Diagnostic Module Fasteners 10 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Diagrams > Inflatable Restraint Sensing and Diagnostic
Module (SDM)(C1)
Inflatable Restraint Sensing And Diagnostic Module (SDM) (C1)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Diagrams > Inflatable Restraint Sensing and Diagnostic
Module (SDM)(C1) > Page 8037
Inflatable Restraint Sensing And Diagnostic Module (SDM) (C2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Diagrams > Page 8038
Inflatable Restraint Sensing and Diagnostic Module: Service Precautions
CAUTION: Be careful when you handle a sensing and diagnostic module (SDM). Do not strike or
jolt the SDM. Before applying power to the SDM:
^ Remove any dirt, grease, etc. from the mounting surface
^ Position the SDM horizontally on the mounting surface
^ Point the arrow on the SDM toward the front of the vehicle
^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value
Failure to follow the correct procedure could cause air bag deployment, personal injury, or
unnecessary SIR system repairs.
CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks
the carpet, the sensing and diagnostic module (SDM) and the SDM harness connector may need
to be replaced. The SDM could be activated when powered, which could cause deployment of the
air bag(s) and result in personal Injury. Before attempting these procedures, the SIR system must
be disabled. Refer to Disabling the SIR System.
With the Ignition OFF, inspect the SDM mounting area, including the carpet. If any significant
soaking or evidence of significant soaking is detected, you must perform the following tasks:
1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4.
Replace the SDM.
Failure to follow these tasks could result in possible air bag deployment, personal injury, or
otherwise unneeded SIR system repairs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Diagrams > Page 8039
Inflatable Restraint Sensing and Diagnostic Module: Description and Operation
INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE
The inflatable restraint Sensing and Diagnostic Module (SDM) performs the following functions in
the SIR system:
^ Energy Reserve - The SDM maintains a 23 Volt Loop Reserve (23 VLR) energy supply to provide
deployment energy for the air bags. Ignition voltage can provide deployment energy if the 23 Volt
Loop Reserves malfunction.
^ Crash Detection Frontal - The SDM monitors vehicle velocity changes in order to detect frontal crashes that are
severe enough to warrant deployment.
- Side - The SDM monitors vehicle velocity changes along with SIS information in order to detect
side impact crashes that are severe enough to warrant deployment.
^ Air Bag Deployment Frontal - During a frontal crash of sufficient force, the SDM will cause enough current to flow
through the frontal inflator modules to deploy the frontal air bags.
- Side - During a side crash of sufficient force, the SDM will cause enough current to flow through
the side impact module to deploy the driver side air bag.
^ Frontal Crash Recording - The SDM records information regarding the SIR system status during
a frontal crash.
^ Side Impact System Malfunction Monitoring - The SDM monitors the SIS. The SIS can
communicate the status of the side impact air bag system to the SDM.
^ Malfunction Detection - The SDM performs diagnostic monitoring of the SIR system electrical
components. Upon detection of a circuit or component malfunction, the SDM will set a DTC.
^ Malfunction Diagnosis - The SDM displays SIR DTCs and system status information through the
use of a scan tool.
^ Driver Notification - The SDM notifies the vehicle driver of SIR system malfunctions by controlling
the AIR BAG warning lamp in the instrument cluster via Class 2 serial data.
The SDM connects to the SIR wiring harness using the following connector(s):
^ The 18-way connector provides power, ground, and all the required interfaces for frontal air bag
deployment.
^ The 8-way connector (AJ7) provides all the required interfaces for side impact sensing and side
air bag deployment.
The SDM receives power whenever the ignition is ON.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Inflatable Restraint Sensing and
Diagnostic Module (AJ7)
Inflatable Restraint Sensing and Diagnostic Module: Service and Repair Inflatable Restraint
Sensing and Diagnostic Module (AJ7)
CAUTION: Be careful when you handle a sensing and diagnostic module (SDM). Do not strike or
jolt the SDM. Before applying power to the SDM:
^ Remove any dirt, grease, etc. from the mounting surface
^ Position the SDM horizontally on the mounting surface
^ Point the arrow on the SDM toward the front of the vehicle
^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value
Failure to follow the correct procedure could cause air bag deployment, personal injury, or
unnecessary SIR system repairs.
CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks
the carpet, the sensing and diagnostic module (SDM) and the SDM harness connector may need
to be replaced. The SDM could be activated when powered, which could cause deployment of the
air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must
be disabled. Refer to Disabling the SIR System.
With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant
soaking or evidence of significant soaking is detected, you must perform the following tasks:
1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4.
Replace the SDM.
Failure to follow these tasks could result in possible air bag deployment, personal injury, or
otherwise unneeded SIR system repairs.
REMOVAL PROCEDURE
1. Disable the SIR system. Refer to Disabling the SIR System. 2. Remove the passenger front
seat. 3. Remove the passenger front carpet retainer, then roll back the carpet.
4. Remove the Connector Position Assurance (CPA) from the inflatable restraint sensing and
diagnostic module (SDM) 8-way wiring harness
connector.
5. Disconnect the SDM 8-way wiring harness connector from the SDM. 6. Remove the connector
position assurance (CPA) from the SDM 18-way wiring harness connector (2). 7. Disconnect the
SDM 18-way wiring harness connector from the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Inflatable Restraint Sensing and
Diagnostic Module (AJ7) > Page 8042
8. Remove the SDM mounting fasteners (3). 9. Remove the SDM (1) from the floor pan (2).
INSTALLATION PROCEDURE
1. Install the SDM (1) to the floor pan (2).
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the SDM mounting fasteners (3).
Tighten Tighten fasteners to 10 N.m (89 lb in).
3. Install the SDM 18-way wiring harness connector to the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Inflatable Restraint Sensing and
Diagnostic Module (AJ7) > Page 8043
4. Install the connector position assurance (CPA) to the SDM 18-way wiring harness connector. 5.
Install the SDM 8-way wiring harness connector to the SDM. 6. Install the connector position
assurance (CPA) to the SDM 8-way wiring harness connector. 7. Install the carpet and the
passenger front carpet retainer. 8. Install the passenger front seat. 9. Enable the SIR system. Refer
to Enabling the SIR System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Inflatable Restraint Sensing and
Diagnostic Module (AJ7) > Page 8044
Inflatable Restraint Sensing and Diagnostic Module: Service and Repair Inflatable Restraint
Sensing and Diagnostic Module (AK5)
CAUTION: Be careful when you handle a sensing and diagnostic module (SDM). Do not strike or
jolt the SDM. Before applying power to the SDM:
^ Remove any dirt, grease, etc. from the mounting surface
^ Position the SDM horizontally on the mounting surface
^ Point the arrow on the SDM toward the front of the vehicle
^ Tighten all of the SDM fasteners and SDM bracket fasteners to the specified torque value
Failure to follow the correct procedure could cause air bag deployment, personal injury, or
unnecessary SIR system repairs.
CAUTION: If any water enters the vehicle's interior up to the level of the carpet or higher and soaks
the carpet, the sensing and diagnostic module (SDM) and the SDM harness connector may need
to be replaced. The SDM could be activated when powered, which could cause deployment of the
air bag(s) and result in personal injury. Before attempting these procedures, the SIR system must
be disabled. Refer to Disabling the SIR System.
With the ignition OFF, inspect the SDM mounting area, including the carpet. If any significant
soaking or evidence of significant soaking is detected, you must perform the following tasks:
1. Remove all water. 2. Repair the water damage. 3. Replace the SDM harness connector. 4.
Replace the SDM.
Failure to follow these tasks could result in possible air bag deployment, personal injury, or
otherwise unneeded SIR system repairs.
REMOVAL PROCEDURE
1. Disable the SIR system. Refer to Disabling the SIR System. 2. Remove the passenger front
seat. 3. Remove the passenger front carpet retainer, then roll back the carpet.
4. Remove the Connector Position Assurance (CPA) from the inflatable restraint sensing and
diagnostic module (SDM) wiring harness connector. 5. Disconnect the SDM wiring harness
connector from the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Inflatable Restraint Sensing and
Diagnostic Module (AJ7) > Page 8045
6. Remove the SDM mounting fasteners (3). 7. Remove the SDM (1) from the floor pan (2).
INSTALLATION PROCEDURE
1. Install the SDM (1) to the floor pan (2).
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the SDM mounting fasteners (3).
Tighten Tighten fasteners to 10 N.m (89 lb in).
3. Install the SDM wiring harness connector to the SDM.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Inflatable Restraint Sensing and
Diagnostic Module (AJ7) > Page 8046
4. Install the connector position assurance (CPA) to the SDM wiring harness connector. 5. Install
the carpet and the passenger front carpet retainer. 6. Install the passenger front seat. 7. Enable the
SIR system. Refer to Enabling the SIR System.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Locations
Transmission Position Switch/Sensor: Locations
Inside the automatic transaxle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Locations > Page 8049
Park Neutral Position (PNP) Switch C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted
Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder - Dash Mounted
IGNITION SWITCH LOCK CYLINDER REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: Perform the body control module (BCM) theft deterrent relearn procedure whenever
you replace the ignition switch lock cylinder. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
1. Disconnect the negative battery cable. 2. Remove the instrument panel (I/P) cluster trim plate.
3. Insert the key and turn the ignition lock cylinder to the ON/RUN position. 4. Using a small curved
tool or an L-shaped hex wrench, depress and hold the detent on the ignition lock cylinder. Access
the detent by placing the
tool through the I/P opening to the right of the ignition switch. If you cannot locate the detent with
the tool, lower the ignition switch away from the I/P. Refer to Ignition Switch Replacement.
5. Using the key as an aid, pull to remove the lock cylinder from the switch. 6. Remove the key
from the lock cylinder. 7. If the cylinder does not rotate or is seized, follow the procedure in the
ignition switch replacement. Refer to Ignition Switch Replacement.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted > Page 8053
1. Code the ignition lock cylinder, if necessary. Refer to Key and Lock Cylinder Coding. 2. Insert
the key and turn the lock cylinder to the ON/RUN position. 3. Position the lock cylinder to the
ignition switch. Press the cylinder into place. If you turned the key slightly while removing the lock
cylinder, you
may have to align the white colored ignition switch rotor (1) with the lock cylinder (2). You can
rotate the ignition switch rotor (1) with your finger.
4. Turn the key to the OFF position and remove the key. 5. Install the I/P cluster trim plate. 6.
Connect the negative battery cable. 7. If you installed a new lock cylinder, perform the BCM theft
deterrent relearn procedure. See: Computers and Control Systems/Body Control
Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Caliper > Component
Information > Service and Repair > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted > Page 8054
Ignition Switch Lock Cylinder: Service and Repair Programming/Learn Procedures
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn Passlock Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/Passlock Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the Passlock Sensor
Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, Passlock
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the Passlock Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the Passlock Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the Passlock Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Technical Service Bulletins > Customer Interest for Brake Pad: > 00-05-23-006 > Sep > 00 > Rear Disc Brakes Groan/Squeal Noises
Brake Pad: Customer Interest Rear Disc Brakes - Groan/Squeal Noises
File In Section: 05 - Brakes
Bulletin No.: 00-05-23-006
Date: September, 2000
Subject: Rear Disc Brake Groan/Squeal (Install New Rear Brake Pads)
Models: 2000-2001 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint 19117621
Condition
Some customers may comment on an audible groan/squeal type noise coming from the rear of the
vehicle during a light brake apply. This condition is most likely to occur after the vehicle has sat
overnight and may be apparent in either forward and/or reverse gears.
Cause
This noise may be generated at the rear brake pad/rotor interface during a brake application. The
noise is then transmitted into the vehicle's underbody through the rear suspension components.
Correction
Replace the existing rear disc brake pads with those found in service kit, P/N 18023377, following
the service procedure in the Disc Brake sub-section of the Service Manual.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Technical Service Bulletins > All Technical Service Bulletins for Brake Pad: > 00-05-23-006 > Sep > 00 > Rear Disc Brakes
- Groan/Squeal Noises
Brake Pad: All Technical Service Bulletins Rear Disc Brakes - Groan/Squeal Noises
File In Section: 05 - Brakes
Bulletin No.: 00-05-23-006
Date: September, 2000
Subject: Rear Disc Brake Groan/Squeal (Install New Rear Brake Pads)
Models: 2000-2001 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint 19117621
Condition
Some customers may comment on an audible groan/squeal type noise coming from the rear of the
vehicle during a light brake apply. This condition is most likely to occur after the vehicle has sat
overnight and may be apparent in either forward and/or reverse gears.
Cause
This noise may be generated at the rear brake pad/rotor interface during a brake application. The
noise is then transmitted into the vehicle's underbody through the rear suspension components.
Correction
Replace the existing rear disc brake pads with those found in service kit, P/N 18023377, following
the service procedure in the Disc Brake sub-section of the Service Manual.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Technical Service Bulletins > Page 8068
Brake Pad: Specifications
Replace the disc brake pads whenever the thickness of any brake pad is worn to within 0.76 mm
(0.030 inch) of the pad. In the case of riveted brake pads, replace the pads when the pad wears to
within 0.76 mm (0.030 inch) of any rivet head. Replace disc brake pads in axle sets (front / rear) at
the same time.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Service and Repair > Brake Pads Replacement - Front
Brake Pad: Service and Repair Brake Pads Replacement - Front
Removal Procedure
GM replacement brake lining material (or equivalent) is recommended for all GM vehicles in order
to maintain the balance between front and rear brake performance. GM replacement brake parts
have been carefully selected in order to provide the proper brake balance for purposes of both
stopping distance and control over the full range of operation conditions. Installation of the front or
rear brake lining material that has performance different than that of the GM replacement parts
recommended for this vehicle may change the intended brake balance of this vehicle.
1. Remove one-third of the brake fluid from the master cylinder. 2. Raise and suitably support the
vehicle. Refer to Vehicle Lifting. 3. Mark the relationship of the wheel to the hub. 4. Remove the tire
and the wheel. Refer to Tire and Wheel Removal and Installation. Install two wheel nuts in order to
retain the rotor.
5. Push the piston onto the caliper bore in order to provide clearance between the pads and the
rotor. Complete the following steps:
5.1. Install a large C-clamp (2) over the top of the caliper housing (1) and against the back of the
outboard pad.
5.2. Slowly tighten the C-clamp (2) until the piston pushes into the caliper bore enough to slide the
caliper (1) off the rotor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Service and Repair > Brake Pads Replacement - Front > Page 8071
6. Remove the lower caliper bolt (1).
Notice: Use care to avoid damaging pin boot when rotating caliper
7. Rotate the caliper upward in order to access the pads. 8. Remove the pads from the caliper
bracket. 9. Remove the two retainers from the caliper bracket.
10. Inspect the following parts for cuts, tears, or deterioration. Replace any damaged parts:
^ The bolt boots. Refer to Brake Caliper Bracket Replacement (Front).
^ The piston boot. Refer to Brake Caliper Overhaul (Front).
^ The bolt boots in the caliper bracket. Refer to Brake Caliper Bracket Replacement (Front).
11. Inspect the caliper bolts for corrosion or damage. If corrosion is found, use new parts, including
bushings, when installing the caliper. Do not
attempt to polish away corrosion.
Installation Procedure
Important: Before installing new brake pads, wipe the outside surface of the caliper boot clean. Use
denatured alcohol.
1. Bottom the piston into the caliper bore. If installing new brake pads, use a C-clamp in order to
clamp the piston at the same time. Use a metal plate
or wooden block across the face of the piston. Do not damage the piston or the caliper boot.
Important: Lift the inner edge caliper boot next to the piston. Press out any trapped air. The boot
must lay flat below the level of the piston face.
2. Install the two retainers to the caliper bracket.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Service and Repair > Brake Pads Replacement - Front > Page 8072
Notice: Inner and outer brake pads must be new or parallel. Parking brake adjustment is not valid
with tapered pads, and may cause caliper/parking brake binding. This will result in overheating and
possible damage of the brake linings, rotor, and/or caliper.
Important: The wear sensor is on the outside pad. The sensor is positioned at the leading edge
(upward) of the pad during forward wheel rotation.
3. Install the pads to the caliper anchor bracket.
Notice: Use care to avoid damaging pin boot when rotating caliper.
4. Swing the caliper down onto the pads. 5. Lubricate the bolt and the bolt boot. Use silicone
grease.
Notice: Refer to Fastener Notice in Service Precautions.
6. Install the lower caliper bolt.
^ Tighten the caliper bolts to 85 Nm (63 ft. lbs.).
7. Remove the wheel nuts securing the rotor to the hub. 8. Install the tires and the wheels. Refer to
Tire and Wheel Removal and Installation. Align the previous marks on the wheel and the hub. 9.
Lower the vehicle.
10. Fill the master cylinder to the proper level with clean brake fluid. Refer to Master Cylinder
Reservoir Filling. 11. Apply the brake pedal approximately three times in order to seat the pads. 12.
Burnish the pads and the rotors. Refer to Burnishing Pads and Rotors.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Service and Repair > Brake Pads Replacement - Front > Page 8073
Brake Pad: Service and Repair Brake Pads Replacement - Rear
Removal Procedure
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
1. Remove one-third of the brake fluid from the master cylinder. 2. Raise and suitably support the
vehicle. Refer to Vehicle Lifting. 3. Mark the relationship of the wheel to the axle flange. 4. Remove
the tire and the wheel. Refer to Tire and Wheel Removal and Installation. Install two wheel nuts to
retain the rotor. 5. Compress the caliper piston enough for clearance. Use a C-clamp (3).
6. Remove the upper caliper bolt (2). 7. Pivot the caliper body down in order to access the pads.
Do not remove the caliper body.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Service and Repair > Brake Pads Replacement - Front > Page 8074
8. Remove the brake pads (9,10) from the caliper bracket. 9. Remove the two pad clips (11) from
the caliper bracket.
10. Inspect the caliper bracket boots for the following conditions: ^ Cuts
^ Tears
^ Deterioration Replace the bracket boots if damage exists. Refer to or Brake Caliper Bracket
Replacement (Rear).
11. Inspect the piston boot (8) for the following conditions:
^ Cuts
^ Tears
^ Deterioration Replace the piston boot if damage exists. Refer to Brake Caliper Overhaul (Rear).
12. Inspect the caliper bolts for corrosion or damage. If corrosion exists, use new components
(including bushings) when installing the caliper. Do not
attempt to polish away the corrosion.
Installation Procedure
Important: Before installing new brake pads, wipe the outside surface of the caliper boot clean. Use
denatured alcohol.
1. Bottom the piston (7) into the caliper bore (2).
Use a C-clamp when installing new brake pads in order to clamp the piston at the same time. Use
a metal plate or wooden block across the face of the piston. Do not damage the piston or the
caliper boot.
Important: Lift the inner edge caliper boot (4) next to the piston (7). Press out any trapped air. The
boot must lay flat below the level of the piston face.
2. Install the two retainers (11) to the caliper bracket (12).
Important: The wear sensor is on the outside pad. The sensor is positioned at the trailing edge
(downward) of the pad during forward wheel rotation.
3. Install the pads (9 and 10) to the caliper bracket (12).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Service and Repair > Brake Pads Replacement - Front > Page 8075
Notice: Use care to avoid damaging pin boot when rotating caliper.
4. Swing the caliper upward in position around the pads. 5. Lubricate the bolt and the bolt boot.
Use silicone grease.
Notice: Refer to Fastener Notice in Service Precautions.
6. Install the upper caliper bolt.
^ Tighten the caliper bolt to 44 Nm (32 ft. lbs.).
7. Remove the wheel nuts securing the rotor to the hub and bearing. 8. Install the tires and the
wheels. Refer to Tire and Wheel Removal and Installation. Align the previous marks on the wheel,
hub and bearing. 9. Lower the vehicle.
10. Fill the master cylinder to the proper level with clean brake fluid. Refer to Master Cylinder
Reservoir Filling. 11. Apply the brake pedal approximately three times in order to seat the pads. 12.
Burnish the pads and the rotors. Refer to Burnishing Pads and Rotors.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Pad > Component Information >
Service and Repair > Brake Pads Replacement - Front > Page 8076
Brake Pad: Service and Repair Burnishing Pads and Rotors
^ Burnish the new braking surface after the brake pads have been replaced.
^ Burnish the new braking surface after the rotors have been refinished or replaced.
^ Burnish the new braking surface by making 20 stops from 48 km/H (30 mph).
^ Use medium to firm pressure on the brake pedal.
^ Allow adequate cooling between stops.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > Customer Interest: > 00-05-23-006 > Sep > 00 > Rear Disc Brakes Groan/Squeal Noises
Brake Rotor/Disc: Customer Interest Rear Disc Brakes - Groan/Squeal Noises
File In Section: 05 - Brakes
Bulletin No.: 00-05-23-006
Date: September, 2000
Subject: Rear Disc Brake Groan/Squeal (Install New Rear Brake Pads)
Models: 2000-2001 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint 19117621
Condition
Some customers may comment on an audible groan/squeal type noise coming from the rear of the
vehicle during a light brake apply. This condition is most likely to occur after the vehicle has sat
overnight and may be apparent in either forward and/or reverse gears.
Cause
This noise may be generated at the rear brake pad/rotor interface during a brake application. The
noise is then transmitted into the vehicle's underbody through the rear suspension components.
Correction
Replace the existing rear disc brake pads with those found in service kit, P/N 18023377, following
the service procedure in the Disc Brake sub-section of the Service Manual.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures
Technical Service Bulletin # 00-05-22-002L Date: 090326
Brakes- Disc Brake Warranty Service And Procedures
INFORMATION
Bulletin No.: 00-05-22-002L
Date: March 26, 2009
Subject: Disc Brake Warranty Service and Procedures
Models: 1999-2010 GM Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2
2006-2010 HUMMER H3 1999-2004 Isuzu Light Duty Trucks (Canada Only) 2005-2009 Saab 9-7X
(Canada Only) 1999-2010 Saturn Vehicles (Canada Only)
EXCLUDING 2009-2010 Chevrolet Corvette ZR1
Supercede: This bulletin is being revised to inform you that due to improvements in vehicle brake
corner and wheel design, assembly plant build processes and dealership required tools like the
On-Car Lathe, measuring for Lateral Run Out (LRO) is no longer a required step when performing
base brake service. Due to this change, you are no longer required to enter the LRO measurement
on the repair order or in the warranty system failure code section. The bulletin information below
and the base brake labor operations have been updated accordingly. Due to this change it is more
important than ever to properly maintain your brake lathe (per the Brake Lathe Calibration
Procedure in this bulletin). Please discard Corporate Bulletin Number 00-05-22-002K (Section 05 Brakes).
For your convenience, this bulletin updates and centralizes all GM's Standard Brake Service
Procedures and Policy Guidelines for brake rotor and brake pad service and wear. For additional
information, the Service Technical College lists a complete index of available Brake courses. This
information can be accessed at www.gmtraining.com > resources > training materials > brakes
courseware index. In Canada, refer to Service Know How course 55040.00V and Hydraulic Brake
Certification program 15003.16H.
Important
PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR
NEXT GM BRAKE SERVICE.
The following four (4) key steps are a summary of this bulletin and are REQUIRED in completing a
successful brake service.
1. Measure and Document Pre-Service Rotor Thickness* (REQUIRED on Repair Order) determine rotor clean-up/refinish/replace
2. Properly clean ALL brake corner mating surfaces - hub, rotor and wheel
3. Properly clean-up/refinish rotor, measure and document post-service rotor thickness
(REQUIRED on Repair Order)
Important If it is determined the rotor needs to be refinished, verify lathe equipment is properly
calibrated.
4. Properly reassemble the brake corner using proper torque tools, torque specification and torque
sequence - wheel lug nuts.
* The bulletin refers to Minimum Thickness specification as the minimum allowable thickness after
refinish. Always refer to SI to verify the spec stamped on the rotor is the minimum thickness spec
after refinish and not the discard spec.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8090
Bulletin Format
***REPAIR ORDER REQUIRED DOCUMENTATION
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8091
Important
When using any one of the brake labor operations listed in this bulletin (except for H9709 - Brake
Burnish), the following two rotor measurements (1. Original Rotor Thickness, 2. Refinished Rotor
Thickness are required and MUST be written/documented on the repair order, or for your
convenience, complete the form (GM Brake Service Repair Order Documentation for Required
Measurements) shown above and attach it to the repair order. If the Warranty Parts Center
generates a request, this Documentation/Form must be attached to the repair order that is sent
back.
Important
Documentation of brake lathe maintenance and calibration as recommended by the lathe
manufacturer must be available for review upon request.
Repair Order Documentation - Rotor Original And Refinished Thickness - REQUIRED
When resurfacing a brake rotor or drum, the ORIGINAL thickness (measured thickness before
refinish) and REFINISHED thickness (measured thickness after refinish) MUST be
written/documented on the repair order hard copy for each rotor serviced. If a rotor replacement is
necessary, only the original thickness measurement needs to be recorded.
Repair Order Documentation - Explanation of Part Replacement - REQUIRED
If replacement of a brake component is necessary, proper documentation on the repair order is
required. See the following examples:
^ Brake rotor replacement - Customer comment was brake pulsation. Rotor was refinished on a
prior brake service. After rotor measurement, it was determined that refinishing the rotor again
would take it under the Minimum Thickness specification.
^ Brake pad replacement - Customer comment was brake squeak noise. On inspection, found pads
contaminated by fluid leak at caliper.
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09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8092
TOOL INFORMATION
CORRECTION PLATE PART INFORMATION
Refer to TSB 01-05-23-001 for the Brake Align(R) application chart.
For vehicles repaired under warranty, Brake Align(R) Run-Out Correction Plates should be
submitted in the Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are
available through the following suppliers:
- Dealer Equipment and Services
- Brake Align(R) LLC (U.S. Dealers Only)
* We believe this source and their products to be reliable. There may be additional manufacturers
of such products. General Motors does not endorse, indicate any preference for or assume any
responsibility for the products from this firm or for any such items, which may be available from
other sources.
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09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8093
WARRANTY INFORMATION
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09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8094
WORKSHEET - BRAKE LATHE CALIBRATION
Important
Brake lathe calibration should be performed and recorded monthly or if you are consistently
measuring high LRO after rotor refinishing.
Disclaimer
GM Brake Service Procedure
GM BRAKE SERVICE PROCEDURE
1. Remove the wheel and caliper.
2. Measure rotor thickness. In order to determine if the rotor can be refinished, do the following
steps:
Important
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09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8095
If performing routine Brake Service for worn pads only, and the rotors are not damaged and
measure within specification - DO NOT REFINISH ROTORS.
1. Remove the rotor(s).
2. Measure the rotor for original thickness using a brake micrometer. Multiple measure points
should be taken and the lowest measurement
should be recorded.
3. Reference the Minimum Thickness specification stamped on the backside of the rotor or SI for
Minimum Thickness specification/other. In
most cases, the rotor should be refinished unless the measurement taken makes it obvious that
refinishing the rotor would take the measurement under the Minimum Thickness specification (then
replacement is necessary). DO NOT use any other manufacturers rotor specifications.
3. ***Record the lowest ORIGINAL rotor thickness measurement on the repair order hard copy as
noted in the "Repair Order Documentation - Rotor
Refinish" section of this bulletin.
4. Clean all of the mating surfaces between the hub, the rotor and the wheel using the J 42450A Wheel Hub Cleaning Kit and J 41013 - Whiz
Wheel(R).
If rotors are not to be refinished - Go To Step 8.
Important Cleaning all mating surfaces and making them free of corrosion, burrs and other debris
(which includes removal of Hubless rotors) is critical and MUST be performed whether using an
On-Car or Bench Lathe Refinish Procedure.
5. Be sure to follow the appropriate refinishing procedure listed below for the type of lathe you are
using.
Important Only replace the rotors if they do not meet the Minimum Thickness specification.
Important DO NOT REFINISH NEW ROTORS.
Important Only remove the necessary amount of material from each side of the rotor and note that
equal amounts of material do not have to be removed from both sides on any brake system using a
floating caliper.
Important Prior to making the cut, install the recommended clip-on style disc silencer supplied with
the lathe. Use of this silencer is critical to prevent chatter from occurring during the cut.
Bench Type Lathe
1. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and
parallel surfaces.
2. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of
debris or burrs. For more information, see the
"Brake Lathe Calibration Procedure (Bench-Type)" section in this bulletin.
3. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake
pad area of the rotor. Feed the cutting tools
into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a
full turn
4. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed
during the process, reset zero. Back off a full turn.
5. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the
brake pad contact area. Do the same
procedure. If zero is passed during the process, reset zero.
6. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the
full rotor surface. Advance both tool cutters to the
zero setting plus just enough to clean up the entire rotor surface.
7. After completing the refinish, sand both sides of the rotor for approximately one minute per side
using a sanding block and 130-150 grit sandpaper
to obtain a non-directional finish.
On-Car Type Lathe
1. Reinstall the rotor(s).
Important
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Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8096
When using the On-Car lathe on vehicles equipped with limited slip (or posi-trac) rear system, it is
critical that the rear drive shaft is disconnected/disengaged prior to operation of the On-Car lathe.
Remember to mark and re-index the drive shaft correctly on re-assembly to prevent creating
driveline vibration. Whenever the lathe drive motor is being switched on, the operator MUST keep
their body out of the wheel well area until the machine has reached its normal operating RPM.
2. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and
parallel surfaces.
Important When raising the vehicle on the lift, be sure to have it at a good working height (waist
high is average) to accommodate mounting the On-Car lathe. Optimally, the center piston on the
lathe trolley will be mid-travel. If the lathe trolley center piston is completely compressed (bottoming
out) or inversely fully extended and hanging off the vehicle hub, this could affect the calibration time
of the lathe.
3. Select the correct adapter for the vehicle you're working on and mount it to the hub with the
vehicle lug nuts. Hand tighten 34-41 Nm (25-30 lb
ft) the nuts using equal torque. DO NOT use impact wrenches, excessive torque will damage the
adapter.
Important Ensure the adapter sits flush on the rotor hat surface. Be sure to remove any rust, rotor
retaining clips, etc. that may preclude the adapter from sitting flat on the mounting surface.
4. Connect the lathe to the adapter, turn on the lathe and activate the computer to compensate for
run-out in the hub.
5. Once the computer indicates the compensation process was successful, on the outboard area of
the rotor, position the cutting tools one eighth
of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the
rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn.
6. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed
during the process, reset zero. Back off a full turn.
7. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the
brake pad contact area. Do the same
procedure. If zero is passed during the process, reset zero.
8. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the
full rotor surface. Advance both tool cutters
to the zero setting plus just enough to clean up the entire rotor surface.
9. After completing the refinish, sand both sides of the rotor for approximately one minute per side
using a sanding block and 130-150 grit
sandpaper to obtain a non-directional finish.
10. Dismount the lathe, but leave the lathe adapter attached to the vehicle.
6. Once the rotor has been properly machined, wash the rotor with soap and water (use a mild dish
washing soap) or wipe it clean with GM approved
brake cleaner, P/N 88862650 (Canadian P/N 88901247).
Important Thoroughly cleaning the rotor will prevent the possible transfer of finite metal dust left as
a by-product of machining to the pad material during the seating process, thus reducing the
opportunity for squeaks or other noises to occur.
7. ***Record the REFINISHED rotor thickness measurement on the repair order hard copy. Refer
to the "Repair Order Documentation - Rotor
Refinish" section of this bulletin.
8. Setting up to measure for Lateral Run Out (LRO):
Important Measuring for Lateral Run Out (LRO) (steps 8 - 15) is no longer required however, these
steps are being left in the overall procedure as a good check to be performed in the case of a
repeat pulsation complaint. If you are not checking for LRO, go to step 16.
Bench-Type Lathe
1. Ensure that the mating surfaces of the rotor hat section and the hub mating surface are clean
and free of debris.
2. Mount the new, original or refinished rotor onto the vehicle hub.
Important Always hold the rotor on the bottom half so any debris that may be dislodged from the
vents will fall out instead of falling into the mounting area. Any movement or jarring from the rotor
falling over on the studs can release rust from the vents on the rotor.
3. Tilt the top of the rotor in towards the vehicle so you can see the studs and ease the rotor onto
the studs.
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09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8097
4. Slide the rotor all the way to the hub and hold it in place until you have placed one of the conical
washers (with the tapered hole side facing
out) and run the first lug nut up tight by hand so the rotor doesn't move when you release it.
5. Place the conical washers on the rest of the studs (with the tapered hole side facing out), start
and snug the lug nuts by hand.
6. Using the one half inch drive impact wrench and a torque stick (J 39544) or equivalent, start with
the lug nut opposite of the one you first
tightened by hand and tighten the lug nuts using a star pattern until they touch the hub but do not
completely torque. Then again, starting with the first lug nut you tightened by hand, tighten all the
lug nuts in a star pattern to the specific vehicle torque specification.
7. DO NOT reinstall the caliper or the wheel at this time.
On-Car Type Lathe
1. Leave the On-Car adapter on the wheel.
2. Proceed to Step 9.
9. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor
outboard friction surface approximately 6.35 mm
(0.25 in) from the rotor's outer edge. The stylus should be perpendicular to the friction surface of
the rotor.
Important Make sure the dial indicator needle tip is screwed tight, a loose tip could cause false
readings.
10. Measure for LRO. Follow the procedure below to determine if the LRO is within specification
(0.050 mm (0.002 in) or LESS).
1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is
indicated and set the dial indicator to zero.
2. Rotate the rotor from the low point and locate the point with the highest dial indicator reading
(rotor "high spot"). Note the amount and mark
the location of the "high spot" on the rotor and mark the closest wheel stud relative to this location.
If the high point falls between two studs, mark both studs. In instances where the vehicle has
"capped lug nuts" you should mark the hub.
11. If the Lateral Run Out (LRO) measurement is 0.050 mm (0.002 in) or LESS, no correction is
necessary. Go to Step 15 if this is the first rotor
completed. Go to Step 16 if this is the second rotor completed. If the LRO is GREATER than 0.050
mm (0.002 in), go to Step 12.
12. If the LRO measurement is greater than 0.050 mm (0.002 in), use the following procedure to
correct for LRO:
Important If the LRO measurement is over 0.279 mm (0.011 in), determine the source or cause of
the LRO and correct it (i.e. verify drive axle nut torque specification, refinished rotor is source of
LRO due to a lathe qualification issue - see "Brake Lathe Calibration Procedure").
Hubless Rotor
1. Remove the rotor and using the Brake Align(R) application chart (found in TSB 01-05-23-001B),
choose the correct plate to bring the rotor
LRO to 0.050 mm (0.002 in) or less. The plates come in 0.0762 mm (0.003 in), 0.1524 mm (0.006
in) and 0.2286 (0.009 in) compensation. For more information on proper plate selection, see the
instruction video/DVD included in the "Brake Align(R)" kit or TSB 01-05-23-001B.
2. Align the V-notch of the selected Brake Align(R) correction plate to the marked wheel stud ("high
spot") or between the two points marked (if
the "high spot" is between two wheel studs).
Important IF Brake Align(R) Correction Plates are not available for the vehicle being serviced, refer
to SI Document - Brake Rotor Assembled Lateral Runout Correction for correcting LRO.
Important Per Brake Align(R) manufacturer, NEVER attempt to stack two or more Correction Plates
together on one hub. NEVER attempt to reuse a previously installed Correction Plate.
3. Reinstall the rotor using the same method and precautions as the first time - found in Step 8.
Make sure to index the rotor correctly to the
marks made in step 10, otherwise LRO will be comprised.
Hubbed / Captured / Trapped Rotor
1. Measure the rotor thickness.
2. Refinish or replace the rotor (see Service Information for further details).
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09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8098
13. Use a Dial Indicator to measure the rotor to verify the LRO is within specification.
14. If using,
BENCH LATHE - DO NOT remove conical washers and lug nuts at this time.
ON-CAR LATHE - You must remove adapter and install conical washers and lug nuts to retain
rotor position.
Important For Hubless rotor design, while removing the adapter, you must hold the rotor tight to the
hub and install the top conical washer and lug nut first to ensure no debris falls between the
surface while removing the adapter. Then, install the remaining conical washers and lug nuts.
Otherwise, LRO will be comprised.
15. Perform Steps 1 through 7 on the opposite side of the vehicle (steps 1-12, if performing LRO).
16. Reinstall the rotors on both sides of the vehicle and perform the following steps:
1. Reinstall the calipers and pads.
2. Pump the brakes to pressurize the calipers.
3. Remove the lug nuts/conical washers.
4. Install and properly torque the wheels.
Important It is critical to follow the star pattern wheel torque procedure and use the proper tools
(torque stick or torque wrench) as referenced in SI.
17. Road test the vehicle to verify the repairs.
Brake Lathe Calibration Procedure
BRAKE LATHE CALIBRATION PROCEDURE
Calibration of the brake lathe should be performed and recorded monthly or whenever post-service
brake rotor LRO measurements are consistently reading above specification.
BENCH-TYPE LATHE
Use the following procedure to calibrate a Bench-type brake lathe:
1. After refinishing a rotor, loosen the arbor nut and while holding the inside bell clamp to keep it
from rotating, rotate the rotor 180 degrees.
2. Retighten the arbor nut and set the dial indicator on the rotor using the same instructions as
checking the run out on the vehicle.
3. Rotate the arbor and read the runout.
4. Divide the reading by two and this will give you the amount of runout the lathe is cutting into the
rotor.
Important If there is any runout, you will need to machine the inside bell clamp in place on the lathe
(this procedure is for a Bench type lathe ONLY, DO NOT machine inside the bell clamp on an
On-Car type lathe).
Machining the Inside Bell Clamp (Bench Type Lathe Only)
Any nicks or burrs on the shoulder of the arbor must be removed. An 80-grit stone can be used to
accomplish this. Spray WD-40(R) on the shoulder and with the lathe running, hold the stone flat
against the shoulder surface using slight pressure. When the burrs are gone, clean the surface.
Burrs must also be removed from the hub of the inside bell clamp. This can be accomplished with
the stone and WD-40(R). Keep the stone flat on the hub while removing the burrs. After removing
the burrs, clean the hub.
Place the bell clamp on the arbor of the lathe and use the small radius adapters first and then
spacers to allow you to tighten the arbor nut to secure the bell clamp to the lathe. Position the tool
bit in the left hand of the rotor truer so you can machine the face of the bell clamp. Machine the
face of the bell clamp taking just enough off of it to cut the full face of the clamp the full 360
degrees. Before you loosen the arbor nut, match mark the hub of the bell clamp to the arbor and
line up these marks before machining a rotor. A magic marker can be used to make the match
marks. Machine a rotor and recheck the calibration. Repeat this procedure on all Inside Bell
Clamps used.
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Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8099
Important
If runout is still present, contact the brake lathe supplier.
ON-CAR TYPE LATHE
Use the following procedure to calibrate an On-Car brake lathe:
1. Connect the lathe to a vehicle using the appropriate adapter.
2. Attach a vise-grip dial indicator to a fixed point in the wheel well and bring the dial indicator to a
flat surface on the cutting head.
3. Turn on the lathe and press the "start" button so the lathe begins to compensate.
4. Once compensation is complete, note the runout as measured by the dial indicator. Measured
runout at this point is overstated given that it is
outside the rotor diameter.
5. If runout is in excess of 0.1016 mm (0.004 in) (0.050 mm (0.002 in) as measured within the rotor
diameter), calibration must be tightened. Follow
manufacturer's instructions for tightening the calibration of the lathe. This information is found in the
manual supplied with the lathe.
Important If the machine is taking a long time to compensate during normal use, prior to checking
the lathe calibration, it is recommended that the machine be disconnected from the adapter and the
adapter (still connected to the vehicle) is rotated 180 degrees and the machine reattached. This will
accomplish two things: - It will re-verify the machine is properly attached to the adapter. - It will
change the location of the runout (phase) relative to the machine and thus possibly allow for quick
compensation as a result of the position change.
The following information has been added as a reference to ensure your Pro-Cut PFM lathe
provides a consistent smooth surface finish over long term usage.
Cutting Tips / Depth of Cut / Tip Life
The cutting tips must be right side up. Reference marks always face up. The cutting tips may not
have chips or dings in the surface of the points. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will
provide the best surface finish and the optimal tip life. When cleaning or rotating the cutting bits,
make sure that the seat area for the tip on the tool is free and clear of debris.
Cutting Head
On each brake job, the technician must center the cutting head for that particular vehicle using one
of the mounting bolt holes on the slide plate. Once the head is centered, it is vital that the
technician use one hand to push the head firmly and squarely back into the dovetail on the slide
plate while using the other hand to tighten the Allen-Hex bolt that secures the head. Failure to do
this could result in chatter occurring during the cut.
Tool Holder Plate (Cutting Head)
The tool holder plate is the plate that the cutting arms are attached to. It can bend or break if a
technician accidently runs the cutting arms into the hub of the rotor while the rotor is turning. (Cuts
of more than 0.508 mm (0.020 in) can also bend this plate). Once bent, the lathe will most likely not
cut properly until the tool holder plate is replaced. In order to verify the condition of the tool holder
plate on a machine that will not cut right, remove the mounting bolt and remove the cutting head
from the slide plate. With the cutting head titled at an angle, lay the long edge of the tool holder
plate down on the flat part of the slide plate. If any gap can be seen between the edge and the slide
plate, the tool holder plate is bent and the source of vibration. Also check to ensure that the cutting
arms are lying flat on the upper side of the tool holder plate. If the mounting arm post is bent, it will
show itself by having the back of the cutting arm lifting off the surface of the tool holder.
Gib Adjustment / Loose Gib
As wear occurs between the slide plate and the box it rides on, you must take up the slack. You do
this by way of a moveable wedge, which we call the gib. Your lathe manual details adjustment
process, which you should perform when required after monthly checks or whenever surface finish
is inconsistent.
Brake Pulsation
BRAKE PULSATION
Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes
the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The
"pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may
result from two basic conditions:
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Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8100
1. Thickness Variation Pulsation is Caused by Lateral Run Out (LRO). LRO on a brake corner
assembly is virtually undetectable unless measured
(with a dial indicator after the brake service) and will not be detected as brake pulsation during an
after brake service test drive. If the brake corner is assembled with excessive LRO (greater than
0.050 mm (0.002 in), thickness variation will develop on the brake rotor over time and miles.
Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor
thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in
4,800-16,000 km (3,000-10,000 mi). The more excessive the LRO, the faster the pulsation will
develop. LRO can also be induced when uneven torque is applied to wheel nuts (lug nuts).
Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the
cause of brake pulsation. Again, it usually takes 4,800-16,000 km (3,000-10,000 mi) AFTER the
service event for the condition to develop. The customer does not usually make the connection
between the service event and the awareness of the pulsation. The proper usage of torque
wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation
conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly
increases the likelihood of pulsation after wheel service.
The following are examples of pulsation conditions and reimbursement recommendations:
- If the customer noticed the condition between 4,800-16,000 km (3,000-10,000 mi) and it gradually
got worse, normally the repair would be covered. The customer may tolerate the condition until it
becomes very apparent.
- If a GM dealer performed a prior brake service, consider paying for the repair and then strongly
reinforce proper brake lathe maintenance.
- If the customer had the brake service done outside of a GM dealership, normally GM would not
offer any assistance.
- If a customer indicated they had wheel service, ask who performed the service. Then;
- If a GM dealer performed the service, consider paying for the repair and then strongly reinforce
the use of torque sticks at the dealer. Two common size torque sticks cover 90% of all GM
products. Each technician needs to use torque sticks properly every time the wheel nuts are
tightened.
- If the customer had the wheel service done outside of a GM dealership, normally GM would not
offer any assistance.
2. Thickness Variation Pulsation Caused by Brake Rotor Corrosion - Rotor corrosion is another
form of thickness variation, which can cause a
pulsation concern and can be addressed as follows:
- Cosmetic Corrosion:
In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary.
- Corrosion - Pulsation Caused by Thickness Variation (Lot Rot / Low Miles - 0-321 km (0-200 mi):
At times more extensive corrosion can cause pulsation due to thickness variation. This usually
happens when the vehicle is parked for long periods of time in humid type conditions and the
braking surface area under the pads corrodes at a different rate compared to the rest of the braking
surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15
moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple
moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure"
below.
- Corrosion - Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage 3,200-8,000 km (2,000-5,000 mi):
In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and
miles can cause the same type of pulsation complaint due to thickness variation. In these cases,
the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against
the darker surface. This darker surface is usually due to build-up, on the rotor material surface,
caused by a combination of corrosion, pad material and heat. To correct this condition, follow the
"Brake Rotor Clean-up Procedure" below.
- Corrosion - Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage - 8,000 +
km (5,000 + miles) :
At times, more extensive corrosion over time and miles can cause pulsation due to thickness
variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by
a combination of corrosion, pad material and heat. When rotor measurements are taken, the low
areas are usually close to the original rotor thickness (new rotor) measurement and the high areas
usually measure more than the original rotor thickness (new rotor) measurement (depending on
mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure"
described below.
Important In some flaking instances, cleaning-up this type of corrosion may require more rotor
material to be removed then desired. Customer consideration should be taken in these situations
and handled on a case by case basis, depending on the amount/percentage of rotor life remaining
and the vehicle's warranty time and miles.
Brake Rotor Clean-Up Procedure
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Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8101
BRAKE ROTOR CLEAN-UP PROCEDURE
Clean-up the rotors on an approved, well-maintained brake lathe to guarantee smooth, flat and
parallel surfaces. Check for clean and true lathe adapters and make sure the arbor shoulder is
clean and free of debris or burrs. For more information see the "Brake Lathe Calibration Procedure"
section in this bulletin.
1. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake
pad area of the rotor. Feed the cutting tools into the
rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn.
2. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed
during the process, reset zero. Back off a full turn.
3. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the
brake pad contact area. Do the same procedure. If
zero is passed during the process, reset zero.
4. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the
full rotor surface. Advance both tool cutters to the
zero setting plus just enough to clean up the entire rotor surface.
5. After completing the refinish, sand both sides of the rotor for approximately one minute per side
using a sanding block and 130-150 grit sandpaper
to obtain a non-directional finish.
Important Only remove the necessary amount of material from each side of the rotor and note that
equal amounts of material do not have to be removed from both sides on any brake system using a
floating caliper.
Important In many of these instances, such a minimal amount of material is removed from the rotor
that customer satisfaction is not a concern for future brake services. This procedure is intended to
"Clean-up" the rotor surface and should be conveyed to the customer as such - not as "cut",
"refinish" or "machine", which tends to be terms understood as a substantial reduction of rotor
material/life. If the brake lathe equipment being used is not capable of removing minor amounts of
material while holding tolerances, further lathe maintenance, repair, updates or equipment
replacement may be necessary.
Brake Noise
BRAKE NOISE
Some brake noise is normal and differences in loading, type of driving, or driving style can make a
difference in brake wear on the same make and model. Depending on weather conditions, driving
patterns and the local environment, brake noise may become more or less apparent. Verify all
metal-to-metal contact areas between pads, pad guides, caliper and knuckles are clean and
lubricated with a thin layer of high temperature silicone grease. Brake noise is caused by a
"slip-stick" vibration of brake components. While intermittent brake noise may be normal,
performing 3 to 4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the
noise persists and is consistently occurring, a brake dampening compound may be applied to the
back of each pad. This allows parts to slide freely and not vibrate when moving relative to each
other. Use Silicone Brake Lubricant, ACDelco P/N 88862181 (Canadian P/N 88862496) or
equivalent.
The following noises are characteristics of all braking systems and are unavoidable. They may not
indicate improper operation of the brake system.
Squeak/Squeal Noise:
- Occurs with front semi-metallic brake pads at medium speeds when light to medium pressure is
applied to the brake pedal.
- Occasionally a noise may occur on rear brakes during the first few stops or with cold brakes
and/or high humidity.
Grinding Noise:
- Common to rear brakes and some front disc brakes during initial stops after the vehicle has been
parked overnight.
- Caused by corrosion on the metal surfaces during vehicle non-use. Usually disappears after a few
stops.
Groan Noise:
A groan type noise may be heard when stopping quickly or moving forward slowly from a complete
stop. This is normal. On vehicles equipped with ABS, a groan or moan type noise during hard
braking applications or loose gravel, wet or icy road conditions is a normal function of the ABS
activation.
Key Points - Frequently Asked Questions
KEY POINTS - FREQUENTLY ASKED QUESTIONS
- Q: How do on-car lathes react to Axle Float? Does the play affect the machining of the rotor,
either surface finish or LRO?
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8102
A: Because the Pro-Cut on-car lathe adjusts in a live mode while spinning the hub/rotor, the
dynamics of a floating axle are effectively eliminated. Once the lathe is compensated, there is no
difference in the cutting/surface finish and LRO are just the same as with a non-floating axle.
- Q: Which lathe is essential for performing brake work, the bench or on-car?
A: Dealers must have a well maintained bench lathe and well maintained on-car lathe. These
lathes need to be calibrated on a monthly basis. BOTH lathes are essential to providing quality
brake service.
- Q: What is the expected tip life for an on-car lathe?
A: The geometry and composition of the Pro-Cut tips are designed for "single pass" cutting. When
using the Pro-Cut the cutting depth should be set to take all material needed to get below rust
grooves, eliminate all run-out and resurface the entire disc in a single pass. Cuts of 0.1016-0.381
mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. No "skim cut" or
"finish cut" is needed. Failure to follow this procedure will shorten tip life. The Pro-cut tips will last
between 7-12 cuts per corner. With three usable corners, a pair of tips is good for at least 21 cuts.
- Q: Why does GM recommend the use of single pass (referred to as "positive rake") bench and
on-car brake lathes?
A: GM Service and GM Brake Engineering have performed competitive evaluations on a significant
number of bench and on-car brake lathes. These tests measured critical performance
characteristics such as flatness, surface finish and the ability of the lathe to repeat accuracy over
many uses. In each test, single pass lathe designs out performed the competitors. Single pass
brake lathes are more productive requiring less time to perform the same procedure.
- Q: Is it okay to leave the caliper/pads installed while cutting rotors using an on-car lathe?
A: On-car lathes should never be used with the pads and calipers installed on the vehicle. The
debris from cutting the rotors can contaminate the brake pads/calipers which can lead to other
brake concerns and comebacks.
- Q: What information needs to be documented on the Repair Order?
A: Any claim that is submitted using the labor operations in this bulletin, must have the Original
Rotor Thickness and Refinish Rotor Thickness (if refinished) documented on the repair order. For
more information, refer to the "Repair Order Required Documentation" section of this bulletin.
All Warranty Repair Orders paid by GM, are subject to review for compliance and may be debited
where the repair does not comply with this procedure.
Brake Warranty
BRAKE WARRANTY
Brake Rotors:
- Brake rotor warranty is covered under the terms of the GM New Vehicle Limited Warranty.
Reference the vehicle's warranty guide for verification.
- Rotors should not be refinished or replaced during normal/routine pad replacement.
- Rotors should not be refinished or replaced and is ineffective in correcting brake squeal type
noises and/or premature lining wear out.
- Rotors should not be refinished or replaced for cosmetic corrosion. Clean up of braking surfaces
can be accomplished by 10-15 moderate stops from 56-64 km/h (35-40 mph) with cooling time
between stops.
- Rotors should not be refinished or replaced for rotor discoloration/hard spots.
- Rotors should be refinished NOT replaced for Customer Pulsation concerns. This condition is a
result of rotor thickness variation, usually caused by LRO (wear induced over time and miles) or
corrosion (Lot Rot).
- When rotor refinishing, only remove the necessary amount of material from each side of the rotor
and note that equal amounts of material do not have to be removed from both sides on any brake
system using a floating caliper.
- Rotors should be refinished for severe scoring - depth in excess of 1.5 mm (0.060 in).
Important If the scoring depth is more than 1.5 mm (0.060 in) after the rotor is refinished, it should
be replaced.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar >
09 > Brakes- Disc Brake Warranty Service And Procedures > Page 8103
- It is not necessary to replace rotors in pairs. Rotors may be replaced individually. However,
caution should be exercised, as a variance in surface finish may cause a brake pull condition.
- New rotors should not be refinished before installation. Original equipment rotor surfaces are
ground to ensure smooth finish and parallelism between mounting and friction surfaces. If a new
rotor has more than 0.050 mm (0.002 in) Lateral Run Out (LRO) when properly mounted on the
hub, correct it using one of the following methods:
1. For hubless rotor designs, use the correction plate procedure found in the "GM Brake Service
Procedure for Hubless Rotors" outlined in this
bulletin.
2. For hubbed/trapped/captured rotor designs, refinish the rotor using an On-Car lathe and the
procedure outlined in this bulletin.
- Never reuse rotors that measure under the Minimum Thickness specification. In this instance, the
rotor should be replaced.
Important If the Minimum Thickness specification is not visible on the rotor, reference Service
Information (SI) for the specific vehicle application. DO NOT use any other manufacturers rotor
specifications.
Brake Pads:
Important When determining the warranty coverage (as an example) - if all four front or four rear
brake pads are excessively worn evenly, that would NOT be covered under warranty since this
type of wear is most likely due to driving habits or trailering. However, if the brake pads are
excessively worn un-evenly, side-to-side or same side/inner-to-outer pads, then consideration
should be given to cover this under warranty since this type of wear is most likely due to poor
operation of other braking components.
- Consideration should be given for covering brake pads up to 39,000 km (24,000 mi) (excluding
owner abuse, excessive trailering, or the situations that would not be considered normal use).
- Installation of new rotors does not require pad replacement. Do not replace pads unless their
condition requires it - excessively worn, damage or contaminated.
Brake Wear:
Several factors impact brake lining wear and should be taken into account when reviewing related
issues:
- heavy loads / high temperatures / towing / mountainous driving / city driving / aggressive driving /
driver braking characteristics (left foot or two feet)
The following are conditions that may extend brake lining wear:
- light loads / highway driving / conservative driving / level terrain
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan >
08 > Brakes - Rotor Lateral Runout Correction Information
Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor Lateral Runout Correction
Information
Bulletin No.: 01-05-23-001B
Date: January 31, 2008
INFORMATION
Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction
Models: 2008 and Prior Passenger Cars
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
01-05-23-001A (Section 05 - Brakes).
This bulletin is being issued to update General Motors position on correcting brake rotor lateral
runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service
procedures).
Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those
specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation,
such as ABS pedal feedback, have been addressed before checking rotor runout.
Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or
less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until
now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or
to refinish the rotor using an on-vehicle brake lathe.
GM has approved a new technology for the correction of lateral runout on new or refinished rotors.
This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in)
or less requirement for lateral runout by installing a specially selected, tapered correction plate
between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of
an on-vehicle brake lathe to correct for lateral runout.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products. General Motors does not endorse, indicate any preference for or assume any
responsibility for the products from this firm or for any such items which may be available from
other sources.
The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various
correction sizes, that will cover most current GM passenger car applications. It will also include a
Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful
tools.
Service Procedure
Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who
have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction
procedure:
The existing rotors must first be machined on an approved, well-maintained bench lathe to
guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note
that it is not necessary to machine new rotors.
Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel
Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining
washers provided in the kit. Do not reinstall the caliper or wheel at this time.
Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the
equivalent.
Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor
friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge.
Rotate the rotor and observe the total lateral runout.
Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal
and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is
.050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be
reassembled.
If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake
Align(R) Correction as follows:
Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor
to determine and locate the highest amount of lateral runout.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan >
08 > Brakes - Rotor Lateral Runout Correction Information > Page 8108
Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud
relative to this location.
Remove the rotor.
Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application
Chart. Make sure the selection corrects the amount of runout that was diagnosed.
Never attempt to stack two or more Correction Plates together on one hub.
Never attempt to re-use a previously installed Correction Plate.
Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle
between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned
with the noted location of the "high spot" on the vehicle hub and marked wheel stud.
Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be
sure to install the rotor onto the hub in the same location as identified in Step 7.
The rotor should then be secured onto the hub and tightened to the proper specification. The rotor
should be dial indicated once more to assure that the rotor is now within specification.
The brake system is now ready for the remaining service and assembly. Once the caliper has been
installed, check to ensure that the rotor rotates freely.
Parts Information
Brake Align(R) Runout Correction Plates are available through the suppliers shown.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan >
08 > Brakes - Rotor Lateral Runout Correction Information > Page 8109
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan >
08 > Brakes - Rotor Lateral Runout Correction Information > Page 8110
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan >
08 > Brakes - Rotor Lateral Runout Correction Information > Page 8111
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan >
08 > Brakes - Rotor Lateral Runout Correction Information > Page 8112
Brake Align Order Form
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 05-05-23-004 > Jun > 05
> Brakes - Revised Brake Rotor Specifications
Brake Rotor/Disc: All Technical Service Bulletins Brakes - Revised Brake Rotor Specifications
Bulletin No.: 05-05-23-004
Date: June 17, 2005
SERVICE MANUAL UPDATE
Subject: Revised Brake Rotor Specifications
Models: 1997-2000 Buick Century, Regal 2000 Chevrolet Impala, Monte Carlo 1998-2000
Oldsmobile Intrigue 1997-2000 Pontiac Grand Prix
This bulletin is being issued to revise the front and rear brake rotor minimum allowable thickness
after refinish specification in the Disc Brakes sub-section of the Service Manual. Please replace the
current information in the Service Manual with the following information.
The information has been updated within SI. If you are using a paper version of this Service
Manual, please make a reference to this bulletin on the affected page.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Rotor/Disc: > 00-05-23-006 > Sep > 00
> Rear Disc Brakes - Groan/Squeal Noises
Brake Rotor/Disc: All Technical Service Bulletins Rear Disc Brakes - Groan/Squeal Noises
File In Section: 05 - Brakes
Bulletin No.: 00-05-23-006
Date: September, 2000
Subject: Rear Disc Brake Groan/Squeal (Install New Rear Brake Pads)
Models: 2000-2001 Chevrolet Impala, Monte Carlo Built Prior to VIN Breakpoint 19117621
Condition
Some customers may comment on an audible groan/squeal type noise coming from the rear of the
vehicle during a light brake apply. This condition is most likely to occur after the vehicle has sat
overnight and may be apparent in either forward and/or reverse gears.
Cause
This noise may be generated at the rear brake pad/rotor interface during a brake application. The
noise is then transmitted into the vehicle's underbody through the rear suspension components.
Correction
Replace the existing rear disc brake pads with those found in service kit, P/N 18023377, following
the service procedure in the Disc Brake sub-section of the Service Manual.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures
Technical Service Bulletin # 00-05-22-002L Date: 090326
Brakes- Disc Brake Warranty Service And Procedures
INFORMATION
Bulletin No.: 00-05-22-002L
Date: March 26, 2009
Subject: Disc Brake Warranty Service and Procedures
Models: 1999-2010 GM Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2
2006-2010 HUMMER H3 1999-2004 Isuzu Light Duty Trucks (Canada Only) 2005-2009 Saab 9-7X
(Canada Only) 1999-2010 Saturn Vehicles (Canada Only)
EXCLUDING 2009-2010 Chevrolet Corvette ZR1
Supercede: This bulletin is being revised to inform you that due to improvements in vehicle brake
corner and wheel design, assembly plant build processes and dealership required tools like the
On-Car Lathe, measuring for Lateral Run Out (LRO) is no longer a required step when performing
base brake service. Due to this change, you are no longer required to enter the LRO measurement
on the repair order or in the warranty system failure code section. The bulletin information below
and the base brake labor operations have been updated accordingly. Due to this change it is more
important than ever to properly maintain your brake lathe (per the Brake Lathe Calibration
Procedure in this bulletin). Please discard Corporate Bulletin Number 00-05-22-002K (Section 05 Brakes).
For your convenience, this bulletin updates and centralizes all GM's Standard Brake Service
Procedures and Policy Guidelines for brake rotor and brake pad service and wear. For additional
information, the Service Technical College lists a complete index of available Brake courses. This
information can be accessed at www.gmtraining.com > resources > training materials > brakes
courseware index. In Canada, refer to Service Know How course 55040.00V and Hydraulic Brake
Certification program 15003.16H.
Important
PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR
NEXT GM BRAKE SERVICE.
The following four (4) key steps are a summary of this bulletin and are REQUIRED in completing a
successful brake service.
1. Measure and Document Pre-Service Rotor Thickness* (REQUIRED on Repair Order) determine rotor clean-up/refinish/replace
2. Properly clean ALL brake corner mating surfaces - hub, rotor and wheel
3. Properly clean-up/refinish rotor, measure and document post-service rotor thickness
(REQUIRED on Repair Order)
Important If it is determined the rotor needs to be refinished, verify lathe equipment is properly
calibrated.
4. Properly reassemble the brake corner using proper torque tools, torque specification and torque
sequence - wheel lug nuts.
* The bulletin refers to Minimum Thickness specification as the minimum allowable thickness after
refinish. Always refer to SI to verify the spec stamped on the rotor is the minimum thickness spec
after refinish and not the discard spec.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures > Page 8126
Bulletin Format
***REPAIR ORDER REQUIRED DOCUMENTATION
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Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures > Page 8127
Important
When using any one of the brake labor operations listed in this bulletin (except for H9709 - Brake
Burnish), the following two rotor measurements (1. Original Rotor Thickness, 2. Refinished Rotor
Thickness are required and MUST be written/documented on the repair order, or for your
convenience, complete the form (GM Brake Service Repair Order Documentation for Required
Measurements) shown above and attach it to the repair order. If the Warranty Parts Center
generates a request, this Documentation/Form must be attached to the repair order that is sent
back.
Important
Documentation of brake lathe maintenance and calibration as recommended by the lathe
manufacturer must be available for review upon request.
Repair Order Documentation - Rotor Original And Refinished Thickness - REQUIRED
When resurfacing a brake rotor or drum, the ORIGINAL thickness (measured thickness before
refinish) and REFINISHED thickness (measured thickness after refinish) MUST be
written/documented on the repair order hard copy for each rotor serviced. If a rotor replacement is
necessary, only the original thickness measurement needs to be recorded.
Repair Order Documentation - Explanation of Part Replacement - REQUIRED
If replacement of a brake component is necessary, proper documentation on the repair order is
required. See the following examples:
^ Brake rotor replacement - Customer comment was brake pulsation. Rotor was refinished on a
prior brake service. After rotor measurement, it was determined that refinishing the rotor again
would take it under the Minimum Thickness specification.
^ Brake pad replacement - Customer comment was brake squeak noise. On inspection, found pads
contaminated by fluid leak at caliper.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures > Page 8128
TOOL INFORMATION
CORRECTION PLATE PART INFORMATION
Refer to TSB 01-05-23-001 for the Brake Align(R) application chart.
For vehicles repaired under warranty, Brake Align(R) Run-Out Correction Plates should be
submitted in the Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are
available through the following suppliers:
- Dealer Equipment and Services
- Brake Align(R) LLC (U.S. Dealers Only)
* We believe this source and their products to be reliable. There may be additional manufacturers
of such products. General Motors does not endorse, indicate any preference for or assume any
responsibility for the products from this firm or for any such items, which may be available from
other sources.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures > Page 8129
WARRANTY INFORMATION
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures > Page 8130
WORKSHEET - BRAKE LATHE CALIBRATION
Important
Brake lathe calibration should be performed and recorded monthly or if you are consistently
measuring high LRO after rotor refinishing.
Disclaimer
GM Brake Service Procedure
GM BRAKE SERVICE PROCEDURE
1. Remove the wheel and caliper.
2. Measure rotor thickness. In order to determine if the rotor can be refinished, do the following
steps:
Important
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Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures > Page 8131
If performing routine Brake Service for worn pads only, and the rotors are not damaged and
measure within specification - DO NOT REFINISH ROTORS.
1. Remove the rotor(s).
2. Measure the rotor for original thickness using a brake micrometer. Multiple measure points
should be taken and the lowest measurement
should be recorded.
3. Reference the Minimum Thickness specification stamped on the backside of the rotor or SI for
Minimum Thickness specification/other. In
most cases, the rotor should be refinished unless the measurement taken makes it obvious that
refinishing the rotor would take the measurement under the Minimum Thickness specification (then
replacement is necessary). DO NOT use any other manufacturers rotor specifications.
3. ***Record the lowest ORIGINAL rotor thickness measurement on the repair order hard copy as
noted in the "Repair Order Documentation - Rotor
Refinish" section of this bulletin.
4. Clean all of the mating surfaces between the hub, the rotor and the wheel using the J 42450A Wheel Hub Cleaning Kit and J 41013 - Whiz
Wheel(R).
If rotors are not to be refinished - Go To Step 8.
Important Cleaning all mating surfaces and making them free of corrosion, burrs and other debris
(which includes removal of Hubless rotors) is critical and MUST be performed whether using an
On-Car or Bench Lathe Refinish Procedure.
5. Be sure to follow the appropriate refinishing procedure listed below for the type of lathe you are
using.
Important Only replace the rotors if they do not meet the Minimum Thickness specification.
Important DO NOT REFINISH NEW ROTORS.
Important Only remove the necessary amount of material from each side of the rotor and note that
equal amounts of material do not have to be removed from both sides on any brake system using a
floating caliper.
Important Prior to making the cut, install the recommended clip-on style disc silencer supplied with
the lathe. Use of this silencer is critical to prevent chatter from occurring during the cut.
Bench Type Lathe
1. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and
parallel surfaces.
2. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of
debris or burrs. For more information, see the
"Brake Lathe Calibration Procedure (Bench-Type)" section in this bulletin.
3. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake
pad area of the rotor. Feed the cutting tools
into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a
full turn
4. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed
during the process, reset zero. Back off a full turn.
5. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the
brake pad contact area. Do the same
procedure. If zero is passed during the process, reset zero.
6. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the
full rotor surface. Advance both tool cutters to the
zero setting plus just enough to clean up the entire rotor surface.
7. After completing the refinish, sand both sides of the rotor for approximately one minute per side
using a sanding block and 130-150 grit sandpaper
to obtain a non-directional finish.
On-Car Type Lathe
1. Reinstall the rotor(s).
Important
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Brakes- Disc Brake Warranty Service And Procedures > Page 8132
When using the On-Car lathe on vehicles equipped with limited slip (or posi-trac) rear system, it is
critical that the rear drive shaft is disconnected/disengaged prior to operation of the On-Car lathe.
Remember to mark and re-index the drive shaft correctly on re-assembly to prevent creating
driveline vibration. Whenever the lathe drive motor is being switched on, the operator MUST keep
their body out of the wheel well area until the machine has reached its normal operating RPM.
2. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and
parallel surfaces.
Important When raising the vehicle on the lift, be sure to have it at a good working height (waist
high is average) to accommodate mounting the On-Car lathe. Optimally, the center piston on the
lathe trolley will be mid-travel. If the lathe trolley center piston is completely compressed (bottoming
out) or inversely fully extended and hanging off the vehicle hub, this could affect the calibration time
of the lathe.
3. Select the correct adapter for the vehicle you're working on and mount it to the hub with the
vehicle lug nuts. Hand tighten 34-41 Nm (25-30 lb
ft) the nuts using equal torque. DO NOT use impact wrenches, excessive torque will damage the
adapter.
Important Ensure the adapter sits flush on the rotor hat surface. Be sure to remove any rust, rotor
retaining clips, etc. that may preclude the adapter from sitting flat on the mounting surface.
4. Connect the lathe to the adapter, turn on the lathe and activate the computer to compensate for
run-out in the hub.
5. Once the computer indicates the compensation process was successful, on the outboard area of
the rotor, position the cutting tools one eighth
of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the
rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn.
6. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed
during the process, reset zero. Back off a full turn.
7. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the
brake pad contact area. Do the same
procedure. If zero is passed during the process, reset zero.
8. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the
full rotor surface. Advance both tool cutters
to the zero setting plus just enough to clean up the entire rotor surface.
9. After completing the refinish, sand both sides of the rotor for approximately one minute per side
using a sanding block and 130-150 grit
sandpaper to obtain a non-directional finish.
10. Dismount the lathe, but leave the lathe adapter attached to the vehicle.
6. Once the rotor has been properly machined, wash the rotor with soap and water (use a mild dish
washing soap) or wipe it clean with GM approved
brake cleaner, P/N 88862650 (Canadian P/N 88901247).
Important Thoroughly cleaning the rotor will prevent the possible transfer of finite metal dust left as
a by-product of machining to the pad material during the seating process, thus reducing the
opportunity for squeaks or other noises to occur.
7. ***Record the REFINISHED rotor thickness measurement on the repair order hard copy. Refer
to the "Repair Order Documentation - Rotor
Refinish" section of this bulletin.
8. Setting up to measure for Lateral Run Out (LRO):
Important Measuring for Lateral Run Out (LRO) (steps 8 - 15) is no longer required however, these
steps are being left in the overall procedure as a good check to be performed in the case of a
repeat pulsation complaint. If you are not checking for LRO, go to step 16.
Bench-Type Lathe
1. Ensure that the mating surfaces of the rotor hat section and the hub mating surface are clean
and free of debris.
2. Mount the new, original or refinished rotor onto the vehicle hub.
Important Always hold the rotor on the bottom half so any debris that may be dislodged from the
vents will fall out instead of falling into the mounting area. Any movement or jarring from the rotor
falling over on the studs can release rust from the vents on the rotor.
3. Tilt the top of the rotor in towards the vehicle so you can see the studs and ease the rotor onto
the studs.
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4. Slide the rotor all the way to the hub and hold it in place until you have placed one of the conical
washers (with the tapered hole side facing
out) and run the first lug nut up tight by hand so the rotor doesn't move when you release it.
5. Place the conical washers on the rest of the studs (with the tapered hole side facing out), start
and snug the lug nuts by hand.
6. Using the one half inch drive impact wrench and a torque stick (J 39544) or equivalent, start with
the lug nut opposite of the one you first
tightened by hand and tighten the lug nuts using a star pattern until they touch the hub but do not
completely torque. Then again, starting with the first lug nut you tightened by hand, tighten all the
lug nuts in a star pattern to the specific vehicle torque specification.
7. DO NOT reinstall the caliper or the wheel at this time.
On-Car Type Lathe
1. Leave the On-Car adapter on the wheel.
2. Proceed to Step 9.
9. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor
outboard friction surface approximately 6.35 mm
(0.25 in) from the rotor's outer edge. The stylus should be perpendicular to the friction surface of
the rotor.
Important Make sure the dial indicator needle tip is screwed tight, a loose tip could cause false
readings.
10. Measure for LRO. Follow the procedure below to determine if the LRO is within specification
(0.050 mm (0.002 in) or LESS).
1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is
indicated and set the dial indicator to zero.
2. Rotate the rotor from the low point and locate the point with the highest dial indicator reading
(rotor "high spot"). Note the amount and mark
the location of the "high spot" on the rotor and mark the closest wheel stud relative to this location.
If the high point falls between two studs, mark both studs. In instances where the vehicle has
"capped lug nuts" you should mark the hub.
11. If the Lateral Run Out (LRO) measurement is 0.050 mm (0.002 in) or LESS, no correction is
necessary. Go to Step 15 if this is the first rotor
completed. Go to Step 16 if this is the second rotor completed. If the LRO is GREATER than 0.050
mm (0.002 in), go to Step 12.
12. If the LRO measurement is greater than 0.050 mm (0.002 in), use the following procedure to
correct for LRO:
Important If the LRO measurement is over 0.279 mm (0.011 in), determine the source or cause of
the LRO and correct it (i.e. verify drive axle nut torque specification, refinished rotor is source of
LRO due to a lathe qualification issue - see "Brake Lathe Calibration Procedure").
Hubless Rotor
1. Remove the rotor and using the Brake Align(R) application chart (found in TSB 01-05-23-001B),
choose the correct plate to bring the rotor
LRO to 0.050 mm (0.002 in) or less. The plates come in 0.0762 mm (0.003 in), 0.1524 mm (0.006
in) and 0.2286 (0.009 in) compensation. For more information on proper plate selection, see the
instruction video/DVD included in the "Brake Align(R)" kit or TSB 01-05-23-001B.
2. Align the V-notch of the selected Brake Align(R) correction plate to the marked wheel stud ("high
spot") or between the two points marked (if
the "high spot" is between two wheel studs).
Important IF Brake Align(R) Correction Plates are not available for the vehicle being serviced, refer
to SI Document - Brake Rotor Assembled Lateral Runout Correction for correcting LRO.
Important Per Brake Align(R) manufacturer, NEVER attempt to stack two or more Correction Plates
together on one hub. NEVER attempt to reuse a previously installed Correction Plate.
3. Reinstall the rotor using the same method and precautions as the first time - found in Step 8.
Make sure to index the rotor correctly to the
marks made in step 10, otherwise LRO will be comprised.
Hubbed / Captured / Trapped Rotor
1. Measure the rotor thickness.
2. Refinish or replace the rotor (see Service Information for further details).
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13. Use a Dial Indicator to measure the rotor to verify the LRO is within specification.
14. If using,
BENCH LATHE - DO NOT remove conical washers and lug nuts at this time.
ON-CAR LATHE - You must remove adapter and install conical washers and lug nuts to retain
rotor position.
Important For Hubless rotor design, while removing the adapter, you must hold the rotor tight to the
hub and install the top conical washer and lug nut first to ensure no debris falls between the
surface while removing the adapter. Then, install the remaining conical washers and lug nuts.
Otherwise, LRO will be comprised.
15. Perform Steps 1 through 7 on the opposite side of the vehicle (steps 1-12, if performing LRO).
16. Reinstall the rotors on both sides of the vehicle and perform the following steps:
1. Reinstall the calipers and pads.
2. Pump the brakes to pressurize the calipers.
3. Remove the lug nuts/conical washers.
4. Install and properly torque the wheels.
Important It is critical to follow the star pattern wheel torque procedure and use the proper tools
(torque stick or torque wrench) as referenced in SI.
17. Road test the vehicle to verify the repairs.
Brake Lathe Calibration Procedure
BRAKE LATHE CALIBRATION PROCEDURE
Calibration of the brake lathe should be performed and recorded monthly or whenever post-service
brake rotor LRO measurements are consistently reading above specification.
BENCH-TYPE LATHE
Use the following procedure to calibrate a Bench-type brake lathe:
1. After refinishing a rotor, loosen the arbor nut and while holding the inside bell clamp to keep it
from rotating, rotate the rotor 180 degrees.
2. Retighten the arbor nut and set the dial indicator on the rotor using the same instructions as
checking the run out on the vehicle.
3. Rotate the arbor and read the runout.
4. Divide the reading by two and this will give you the amount of runout the lathe is cutting into the
rotor.
Important If there is any runout, you will need to machine the inside bell clamp in place on the lathe
(this procedure is for a Bench type lathe ONLY, DO NOT machine inside the bell clamp on an
On-Car type lathe).
Machining the Inside Bell Clamp (Bench Type Lathe Only)
Any nicks or burrs on the shoulder of the arbor must be removed. An 80-grit stone can be used to
accomplish this. Spray WD-40(R) on the shoulder and with the lathe running, hold the stone flat
against the shoulder surface using slight pressure. When the burrs are gone, clean the surface.
Burrs must also be removed from the hub of the inside bell clamp. This can be accomplished with
the stone and WD-40(R). Keep the stone flat on the hub while removing the burrs. After removing
the burrs, clean the hub.
Place the bell clamp on the arbor of the lathe and use the small radius adapters first and then
spacers to allow you to tighten the arbor nut to secure the bell clamp to the lathe. Position the tool
bit in the left hand of the rotor truer so you can machine the face of the bell clamp. Machine the
face of the bell clamp taking just enough off of it to cut the full face of the clamp the full 360
degrees. Before you loosen the arbor nut, match mark the hub of the bell clamp to the arbor and
line up these marks before machining a rotor. A magic marker can be used to make the match
marks. Machine a rotor and recheck the calibration. Repeat this procedure on all Inside Bell
Clamps used.
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Brakes- Disc Brake Warranty Service And Procedures > Page 8135
Important
If runout is still present, contact the brake lathe supplier.
ON-CAR TYPE LATHE
Use the following procedure to calibrate an On-Car brake lathe:
1. Connect the lathe to a vehicle using the appropriate adapter.
2. Attach a vise-grip dial indicator to a fixed point in the wheel well and bring the dial indicator to a
flat surface on the cutting head.
3. Turn on the lathe and press the "start" button so the lathe begins to compensate.
4. Once compensation is complete, note the runout as measured by the dial indicator. Measured
runout at this point is overstated given that it is
outside the rotor diameter.
5. If runout is in excess of 0.1016 mm (0.004 in) (0.050 mm (0.002 in) as measured within the rotor
diameter), calibration must be tightened. Follow
manufacturer's instructions for tightening the calibration of the lathe. This information is found in the
manual supplied with the lathe.
Important If the machine is taking a long time to compensate during normal use, prior to checking
the lathe calibration, it is recommended that the machine be disconnected from the adapter and the
adapter (still connected to the vehicle) is rotated 180 degrees and the machine reattached. This will
accomplish two things: - It will re-verify the machine is properly attached to the adapter. - It will
change the location of the runout (phase) relative to the machine and thus possibly allow for quick
compensation as a result of the position change.
The following information has been added as a reference to ensure your Pro-Cut PFM lathe
provides a consistent smooth surface finish over long term usage.
Cutting Tips / Depth of Cut / Tip Life
The cutting tips must be right side up. Reference marks always face up. The cutting tips may not
have chips or dings in the surface of the points. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will
provide the best surface finish and the optimal tip life. When cleaning or rotating the cutting bits,
make sure that the seat area for the tip on the tool is free and clear of debris.
Cutting Head
On each brake job, the technician must center the cutting head for that particular vehicle using one
of the mounting bolt holes on the slide plate. Once the head is centered, it is vital that the
technician use one hand to push the head firmly and squarely back into the dovetail on the slide
plate while using the other hand to tighten the Allen-Hex bolt that secures the head. Failure to do
this could result in chatter occurring during the cut.
Tool Holder Plate (Cutting Head)
The tool holder plate is the plate that the cutting arms are attached to. It can bend or break if a
technician accidently runs the cutting arms into the hub of the rotor while the rotor is turning. (Cuts
of more than 0.508 mm (0.020 in) can also bend this plate). Once bent, the lathe will most likely not
cut properly until the tool holder plate is replaced. In order to verify the condition of the tool holder
plate on a machine that will not cut right, remove the mounting bolt and remove the cutting head
from the slide plate. With the cutting head titled at an angle, lay the long edge of the tool holder
plate down on the flat part of the slide plate. If any gap can be seen between the edge and the slide
plate, the tool holder plate is bent and the source of vibration. Also check to ensure that the cutting
arms are lying flat on the upper side of the tool holder plate. If the mounting arm post is bent, it will
show itself by having the back of the cutting arm lifting off the surface of the tool holder.
Gib Adjustment / Loose Gib
As wear occurs between the slide plate and the box it rides on, you must take up the slack. You do
this by way of a moveable wedge, which we call the gib. Your lathe manual details adjustment
process, which you should perform when required after monthly checks or whenever surface finish
is inconsistent.
Brake Pulsation
BRAKE PULSATION
Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes
the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The
"pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may
result from two basic conditions:
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Brakes- Disc Brake Warranty Service And Procedures > Page 8136
1. Thickness Variation Pulsation is Caused by Lateral Run Out (LRO). LRO on a brake corner
assembly is virtually undetectable unless measured
(with a dial indicator after the brake service) and will not be detected as brake pulsation during an
after brake service test drive. If the brake corner is assembled with excessive LRO (greater than
0.050 mm (0.002 in), thickness variation will develop on the brake rotor over time and miles.
Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor
thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in
4,800-16,000 km (3,000-10,000 mi). The more excessive the LRO, the faster the pulsation will
develop. LRO can also be induced when uneven torque is applied to wheel nuts (lug nuts).
Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the
cause of brake pulsation. Again, it usually takes 4,800-16,000 km (3,000-10,000 mi) AFTER the
service event for the condition to develop. The customer does not usually make the connection
between the service event and the awareness of the pulsation. The proper usage of torque
wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation
conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly
increases the likelihood of pulsation after wheel service.
The following are examples of pulsation conditions and reimbursement recommendations:
- If the customer noticed the condition between 4,800-16,000 km (3,000-10,000 mi) and it gradually
got worse, normally the repair would be covered. The customer may tolerate the condition until it
becomes very apparent.
- If a GM dealer performed a prior brake service, consider paying for the repair and then strongly
reinforce proper brake lathe maintenance.
- If the customer had the brake service done outside of a GM dealership, normally GM would not
offer any assistance.
- If a customer indicated they had wheel service, ask who performed the service. Then;
- If a GM dealer performed the service, consider paying for the repair and then strongly reinforce
the use of torque sticks at the dealer. Two common size torque sticks cover 90% of all GM
products. Each technician needs to use torque sticks properly every time the wheel nuts are
tightened.
- If the customer had the wheel service done outside of a GM dealership, normally GM would not
offer any assistance.
2. Thickness Variation Pulsation Caused by Brake Rotor Corrosion - Rotor corrosion is another
form of thickness variation, which can cause a
pulsation concern and can be addressed as follows:
- Cosmetic Corrosion:
In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary.
- Corrosion - Pulsation Caused by Thickness Variation (Lot Rot / Low Miles - 0-321 km (0-200 mi):
At times more extensive corrosion can cause pulsation due to thickness variation. This usually
happens when the vehicle is parked for long periods of time in humid type conditions and the
braking surface area under the pads corrodes at a different rate compared to the rest of the braking
surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15
moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple
moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure"
below.
- Corrosion - Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage 3,200-8,000 km (2,000-5,000 mi):
In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and
miles can cause the same type of pulsation complaint due to thickness variation. In these cases,
the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against
the darker surface. This darker surface is usually due to build-up, on the rotor material surface,
caused by a combination of corrosion, pad material and heat. To correct this condition, follow the
"Brake Rotor Clean-up Procedure" below.
- Corrosion - Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage - 8,000 +
km (5,000 + miles) :
At times, more extensive corrosion over time and miles can cause pulsation due to thickness
variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by
a combination of corrosion, pad material and heat. When rotor measurements are taken, the low
areas are usually close to the original rotor thickness (new rotor) measurement and the high areas
usually measure more than the original rotor thickness (new rotor) measurement (depending on
mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure"
described below.
Important In some flaking instances, cleaning-up this type of corrosion may require more rotor
material to be removed then desired. Customer consideration should be taken in these situations
and handled on a case by case basis, depending on the amount/percentage of rotor life remaining
and the vehicle's warranty time and miles.
Brake Rotor Clean-Up Procedure
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Brakes- Disc Brake Warranty Service And Procedures > Page 8137
BRAKE ROTOR CLEAN-UP PROCEDURE
Clean-up the rotors on an approved, well-maintained brake lathe to guarantee smooth, flat and
parallel surfaces. Check for clean and true lathe adapters and make sure the arbor shoulder is
clean and free of debris or burrs. For more information see the "Brake Lathe Calibration Procedure"
section in this bulletin.
1. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake
pad area of the rotor. Feed the cutting tools into the
rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn.
2. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed
during the process, reset zero. Back off a full turn.
3. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the
brake pad contact area. Do the same procedure. If
zero is passed during the process, reset zero.
4. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the
full rotor surface. Advance both tool cutters to the
zero setting plus just enough to clean up the entire rotor surface.
5. After completing the refinish, sand both sides of the rotor for approximately one minute per side
using a sanding block and 130-150 grit sandpaper
to obtain a non-directional finish.
Important Only remove the necessary amount of material from each side of the rotor and note that
equal amounts of material do not have to be removed from both sides on any brake system using a
floating caliper.
Important In many of these instances, such a minimal amount of material is removed from the rotor
that customer satisfaction is not a concern for future brake services. This procedure is intended to
"Clean-up" the rotor surface and should be conveyed to the customer as such - not as "cut",
"refinish" or "machine", which tends to be terms understood as a substantial reduction of rotor
material/life. If the brake lathe equipment being used is not capable of removing minor amounts of
material while holding tolerances, further lathe maintenance, repair, updates or equipment
replacement may be necessary.
Brake Noise
BRAKE NOISE
Some brake noise is normal and differences in loading, type of driving, or driving style can make a
difference in brake wear on the same make and model. Depending on weather conditions, driving
patterns and the local environment, brake noise may become more or less apparent. Verify all
metal-to-metal contact areas between pads, pad guides, caliper and knuckles are clean and
lubricated with a thin layer of high temperature silicone grease. Brake noise is caused by a
"slip-stick" vibration of brake components. While intermittent brake noise may be normal,
performing 3 to 4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the
noise persists and is consistently occurring, a brake dampening compound may be applied to the
back of each pad. This allows parts to slide freely and not vibrate when moving relative to each
other. Use Silicone Brake Lubricant, ACDelco P/N 88862181 (Canadian P/N 88862496) or
equivalent.
The following noises are characteristics of all braking systems and are unavoidable. They may not
indicate improper operation of the brake system.
Squeak/Squeal Noise:
- Occurs with front semi-metallic brake pads at medium speeds when light to medium pressure is
applied to the brake pedal.
- Occasionally a noise may occur on rear brakes during the first few stops or with cold brakes
and/or high humidity.
Grinding Noise:
- Common to rear brakes and some front disc brakes during initial stops after the vehicle has been
parked overnight.
- Caused by corrosion on the metal surfaces during vehicle non-use. Usually disappears after a few
stops.
Groan Noise:
A groan type noise may be heard when stopping quickly or moving forward slowly from a complete
stop. This is normal. On vehicles equipped with ABS, a groan or moan type noise during hard
braking applications or loose gravel, wet or icy road conditions is a normal function of the ABS
activation.
Key Points - Frequently Asked Questions
KEY POINTS - FREQUENTLY ASKED QUESTIONS
- Q: How do on-car lathes react to Axle Float? Does the play affect the machining of the rotor,
either surface finish or LRO?
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A: Because the Pro-Cut on-car lathe adjusts in a live mode while spinning the hub/rotor, the
dynamics of a floating axle are effectively eliminated. Once the lathe is compensated, there is no
difference in the cutting/surface finish and LRO are just the same as with a non-floating axle.
- Q: Which lathe is essential for performing brake work, the bench or on-car?
A: Dealers must have a well maintained bench lathe and well maintained on-car lathe. These
lathes need to be calibrated on a monthly basis. BOTH lathes are essential to providing quality
brake service.
- Q: What is the expected tip life for an on-car lathe?
A: The geometry and composition of the Pro-Cut tips are designed for "single pass" cutting. When
using the Pro-Cut the cutting depth should be set to take all material needed to get below rust
grooves, eliminate all run-out and resurface the entire disc in a single pass. Cuts of 0.1016-0.381
mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. No "skim cut" or
"finish cut" is needed. Failure to follow this procedure will shorten tip life. The Pro-cut tips will last
between 7-12 cuts per corner. With three usable corners, a pair of tips is good for at least 21 cuts.
- Q: Why does GM recommend the use of single pass (referred to as "positive rake") bench and
on-car brake lathes?
A: GM Service and GM Brake Engineering have performed competitive evaluations on a significant
number of bench and on-car brake lathes. These tests measured critical performance
characteristics such as flatness, surface finish and the ability of the lathe to repeat accuracy over
many uses. In each test, single pass lathe designs out performed the competitors. Single pass
brake lathes are more productive requiring less time to perform the same procedure.
- Q: Is it okay to leave the caliper/pads installed while cutting rotors using an on-car lathe?
A: On-car lathes should never be used with the pads and calipers installed on the vehicle. The
debris from cutting the rotors can contaminate the brake pads/calipers which can lead to other
brake concerns and comebacks.
- Q: What information needs to be documented on the Repair Order?
A: Any claim that is submitted using the labor operations in this bulletin, must have the Original
Rotor Thickness and Refinish Rotor Thickness (if refinished) documented on the repair order. For
more information, refer to the "Repair Order Required Documentation" section of this bulletin.
All Warranty Repair Orders paid by GM, are subject to review for compliance and may be debited
where the repair does not comply with this procedure.
Brake Warranty
BRAKE WARRANTY
Brake Rotors:
- Brake rotor warranty is covered under the terms of the GM New Vehicle Limited Warranty.
Reference the vehicle's warranty guide for verification.
- Rotors should not be refinished or replaced during normal/routine pad replacement.
- Rotors should not be refinished or replaced and is ineffective in correcting brake squeal type
noises and/or premature lining wear out.
- Rotors should not be refinished or replaced for cosmetic corrosion. Clean up of braking surfaces
can be accomplished by 10-15 moderate stops from 56-64 km/h (35-40 mph) with cooling time
between stops.
- Rotors should not be refinished or replaced for rotor discoloration/hard spots.
- Rotors should be refinished NOT replaced for Customer Pulsation concerns. This condition is a
result of rotor thickness variation, usually caused by LRO (wear induced over time and miles) or
corrosion (Lot Rot).
- When rotor refinishing, only remove the necessary amount of material from each side of the rotor
and note that equal amounts of material do not have to be removed from both sides on any brake
system using a floating caliper.
- Rotors should be refinished for severe scoring - depth in excess of 1.5 mm (0.060 in).
Important If the scoring depth is more than 1.5 mm (0.060 in) after the rotor is refinished, it should
be replaced.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 00-05-22-002L > Mar > 09 >
Brakes- Disc Brake Warranty Service And Procedures > Page 8139
- It is not necessary to replace rotors in pairs. Rotors may be replaced individually. However,
caution should be exercised, as a variance in surface finish may cause a brake pull condition.
- New rotors should not be refinished before installation. Original equipment rotor surfaces are
ground to ensure smooth finish and parallelism between mounting and friction surfaces. If a new
rotor has more than 0.050 mm (0.002 in) Lateral Run Out (LRO) when properly mounted on the
hub, correct it using one of the following methods:
1. For hubless rotor designs, use the correction plate procedure found in the "GM Brake Service
Procedure for Hubless Rotors" outlined in this
bulletin.
2. For hubbed/trapped/captured rotor designs, refinish the rotor using an On-Car lathe and the
procedure outlined in this bulletin.
- Never reuse rotors that measure under the Minimum Thickness specification. In this instance, the
rotor should be replaced.
Important If the Minimum Thickness specification is not visible on the rotor, reference Service
Information (SI) for the specific vehicle application. DO NOT use any other manufacturers rotor
specifications.
Brake Pads:
Important When determining the warranty coverage (as an example) - if all four front or four rear
brake pads are excessively worn evenly, that would NOT be covered under warranty since this
type of wear is most likely due to driving habits or trailering. However, if the brake pads are
excessively worn un-evenly, side-to-side or same side/inner-to-outer pads, then consideration
should be given to cover this under warranty since this type of wear is most likely due to poor
operation of other braking components.
- Consideration should be given for covering brake pads up to 39,000 km (24,000 mi) (excluding
owner abuse, excessive trailering, or the situations that would not be considered normal use).
- Installation of new rotors does not require pad replacement. Do not replace pads unless their
condition requires it - excessively worn, damage or contaminated.
Brake Wear:
Several factors impact brake lining wear and should be taken into account when reviewing related
issues:
- heavy loads / high temperatures / towing / mountainous driving / city driving / aggressive driving /
driver braking characteristics (left foot or two feet)
The following are conditions that may extend brake lining wear:
- light loads / highway driving / conservative driving / level terrain
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 >
Brakes - Rotor Lateral Runout Correction Information
Brake Rotor/Disc: All Technical Service Bulletins Brakes - Rotor Lateral Runout Correction
Information
Bulletin No.: 01-05-23-001B
Date: January 31, 2008
INFORMATION
Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction
Models: 2008 and Prior Passenger Cars
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number
01-05-23-001A (Section 05 - Brakes).
This bulletin is being issued to update General Motors position on correcting brake rotor lateral
runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service
procedures).
Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those
specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation,
such as ABS pedal feedback, have been addressed before checking rotor runout.
Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or
less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until
now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or
to refinish the rotor using an on-vehicle brake lathe.
GM has approved a new technology for the correction of lateral runout on new or refinished rotors.
This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in)
or less requirement for lateral runout by installing a specially selected, tapered correction plate
between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of
an on-vehicle brake lathe to correct for lateral runout.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products. General Motors does not endorse, indicate any preference for or assume any
responsibility for the products from this firm or for any such items which may be available from
other sources.
The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various
correction sizes, that will cover most current GM passenger car applications. It will also include a
Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful
tools.
Service Procedure
Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who
have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction
procedure:
The existing rotors must first be machined on an approved, well-maintained bench lathe to
guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note
that it is not necessary to machine new rotors.
Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel
Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining
washers provided in the kit. Do not reinstall the caliper or wheel at this time.
Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the
equivalent.
Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor
friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge.
Rotate the rotor and observe the total lateral runout.
Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal
and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is
.050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be
reassembled.
If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake
Align(R) Correction as follows:
Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor
to determine and locate the highest amount of lateral runout.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 >
Brakes - Rotor Lateral Runout Correction Information > Page 8144
Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud
relative to this location.
Remove the rotor.
Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application
Chart. Make sure the selection corrects the amount of runout that was diagnosed.
Never attempt to stack two or more Correction Plates together on one hub.
Never attempt to re-use a previously installed Correction Plate.
Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle
between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned
with the noted location of the "high spot" on the vehicle hub and marked wheel stud.
Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be
sure to install the rotor onto the hub in the same location as identified in Step 7.
The rotor should then be secured onto the hub and tightened to the proper specification. The rotor
should be dial indicated once more to assure that the rotor is now within specification.
The brake system is now ready for the remaining service and assembly. Once the caliper has been
installed, check to ensure that the rotor rotates freely.
Parts Information
Brake Align(R) Runout Correction Plates are available through the suppliers shown.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 >
Brakes - Rotor Lateral Runout Correction Information > Page 8145
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 >
Brakes - Rotor Lateral Runout Correction Information > Page 8146
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 >
Brakes - Rotor Lateral Runout Correction Information > Page 8147
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 01-05-23-001B > Jan > 08 >
Brakes - Rotor Lateral Runout Correction Information > Page 8148
Brake Align Order Form
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Rotor/Disc: > 05-05-23-004 > Jun > 05 >
Brakes - Revised Brake Rotor Specifications
Brake Rotor/Disc: All Technical Service Bulletins Brakes - Revised Brake Rotor Specifications
Bulletin No.: 05-05-23-004
Date: June 17, 2005
SERVICE MANUAL UPDATE
Subject: Revised Brake Rotor Specifications
Models: 1997-2000 Buick Century, Regal 2000 Chevrolet Impala, Monte Carlo 1998-2000
Oldsmobile Intrigue 1997-2000 Pontiac Grand Prix
This bulletin is being issued to revise the front and rear brake rotor minimum allowable thickness
after refinish specification in the Disc Brakes sub-section of the Service Manual. Please replace the
current information in the Service Manual with the following information.
The information has been updated within SI. If you are using a paper version of this Service
Manual, please make a reference to this bulletin on the affected page.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Technical Service Bulletins > Page 8153
Brake Rotor/Disc: Specifications
NOTE: The content of this article/image reflects the changes called out by TSB: 05-05-23-004.
Front
Important: All brake rotors have a discard dimension cast
into them. Replace any rotor that does not meet this
specification. After refinishing the rotor, replace any
rotor that does not meet the maximum or minimum thickness
after refinish specifications.
Maximum Lateral Runout 0.003 in
Thickness Variation 0.0005 in
Maximum Scoring 0.060 in
Rotor Discard Thickness 1.21 in
Minimum Rotor Thickness 1.22 in
New Rotor Thickness 1.27 in
Rear
Rotor Discard Thickness 0.35 in
Minimum Rotor Thickness 0.39 in
New Rotor Thickness 0.43 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Service and Repair > Brake Rotor Replacement
Brake Rotor/Disc: Service and Repair Brake Rotor Replacement
Brake Rotor Replacement (Rear)
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and the
wheel. Refer to Tire and Wheel Removal and Installation. 3. Remove the caliper bracket. Refer to
Brake Caliper Replacement (Rear). 4. Remove the brake rotor. 5. Clean the metal contact surfaces
between the brake rotor and the hub bearing flange.
Installation Procedure
1. Install the brake rotor. 2. Install the caliper bracket. Refer to Brake Caliper Replacement (Rear).
3. Install the tire and the wheel. Refer to Tire and Wheel Removal and Installation. 4. Lower the
vehicle.
Brake Rotor Replacement-Front
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and the
wheel. Refer to Tire and Wheel Removal and Installation. 3. Remove the caliper bracket. Refer to
Brake Caliper Replacement (Front). 4. Remove the brake rotor. 5. Clean the metal contact surfaces
between the brake rotor and the hub bearing flange.
Installation Procedure
1. Install the brake rotor. 2. Install the caliper bracket. Refer to Brake Caliper Replacement (Front).
3. Install the tire and the wheel. Refer to Tire and Wheel Removal and Installation. 4. Lower the
vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Service and Repair > Brake Rotor Replacement > Page 8156
Brake Rotor/Disc: Service and Repair Burnishing Pads and Rotors
^ Burnish the new braking surface after the brake pads have been replaced.
^ Burnish the new braking surface after the rotors have been refinished or replaced.
^ Burnish the new braking surface by making 20 stops from 48 km/H (30 mph).
^ Use medium to firm pressure on the brake pedal.
^ Allow adequate cooling between stops.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Disc Brake System > Brake Rotor/Disc > Component
Information > Service and Repair > Brake Rotor Replacement > Page 8157
Brake Rotor/Disc: Service and Repair Refinishing Rotors
Important: DO NOT refinish the brake rotors in order to correct any of the following comments: ^
Brake noise, such as a growl or such as a squeal
^ Premature brake lining wear
^ Superficial corrosion of the rotor braking surface
^ Rotor discoloration
Refinish the brake rotors ONLY when one or more of the following conditions exist: ^
Severe scoring of the rotor braking surface (groove depth in excess of specification
^ Brake pulsation that is caused by the following conditions: Lateral runout in excess of specification
- Brake rotor thickness variation in excess of specification
- Corrosion or pitting that is deeper than the rotor braking surface
^ Tools Required J 42450-A Hub Cleaning Kit
- J 41013 Rotor Resurfacing Kit
Notice: Whenever the brake rotor has been separated from the wheel bearing flange, clean any
rust or foreign material from the mating surface of the rotor and flange with the J 42450 hub
cleaning kit. Failure to do this may result in increased lateral runout of the rotor and brake
pulsation.
1. Use the J 42450-A in order to clean the wheel bearing and the wheel bearing hub. 2. Use a
micrometer in order to measure the thinnest point of the brake rotor. If the thinnest point of the
brake rotor exceeds the brake rotor minimum
thickness, do NOT refinish the brake rotor. Replace the brake rotor.
3. Use the J 41013 or an equivalent tool in order to THOROUGHLY clean the rust from the brake
rotor flange. 4. Refinish the brake rotor. Refer to the brake lathe manufacturer's operating
instructions.
Important: Failure to obtain the best possible surface finish may cause poor braking.
5. After machining the rotor, use 120-grit aluminum oxide sandpaper and, if available, a
non-directional rotor finisher in order to create a
non-directional braking surface.
6. Clean the braking surfaces with GM P/N 12377981, or with an equivalent brake parts cleaner.
Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. To avoid
expensive brake repairs, evenly tighten the wheel nuts in the proper torque specification.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Drum Brake System > Wheel Cylinder > Component
Information > Technical Service Bulletins > Brakes - Wheel Cylinder Inspection Guidelines
Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines
Bulletin No.: 03-05-24-001A
Date: March 21, 2005
INFORMATION
Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections
Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles
with Rear Drum Brakes
Supercede:
This bulletin is being revised add model years and include all GM vehicles. Please discard
Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension).
This bulletin provides information on proper inspection of rear drum brake wheel cylinders.
Important:
It is not recommended that dust boots be removed during inspection processes as dirt and debris
could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In
addition, most bores should look damp and some lubricant may drip out from under the boot as a
result of lubricant being present.
All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an
anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of
this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends
of the cylinder under the dust boot.
Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot
to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder.
However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder,
it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the
Wheel Cylinder Replacement procedures in the appropriate Service Manual.)
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure
Brake Bleeding: Service and Repair Automated Bleed Procedure
Important: In most circumstances a base brake bleed is all that is required for most component
replacements (such as wheel cylinders, calipers, brake tubes, and master cylinder), except for
BPMV replacement.
The following automated ABS bleed procedure is required when one of the following actions occur:
^
Manual bleeding at the wheels does not achieve the desired pedal height or feel.
^ BPMV (Brake Pressure Modulator Valve) replacement
^ Extreme loss of brake fluid has occurred.
^ Air ingestion is suspected.
If none of the above conditions apply, use standard bleed procedures. Refer to Hydraulic Brake
System Bleeding. The auto bleed procedure is used on DBC 7 equipped vehicles. This procedure
uses a scan tool to cycle the system solenoid valves and run the pump in order to purge the air
from the secondary circuits. These secondary circuits are normally closed off, and are only opened
during system initialization at vehicle start up, and during ABS operation. The automated bleed
procedure opens these secondary circuits and allows any air trapped inside the BPMV to flow out
toward the wheel cylinders or calipers where the air can be purged out of the system.
Automated Bleed Procedure
^ Tools Required A scan tool
- A 35 psi pressure bleeder with the proper master cylinder adapter
- Delco Supreme 11 or equivalent Dot 3 brake fluid from a clean, sealed container
- A hoist
- An unbreakable plastic bleeder bottle equipped with a hose (in order to recover fluid at the
wheels)
- An assistant, if needed
- Suitable safety attire, including safety glasses Preliminary Inspection
1. Inspect the battery for full charge, repair the battery and charging system as necessary. Refer to
Battery Charging. 2. Connect a scan tool to the Data Link Connector (DLC) and select current and
history DTCs. Repair any DTCs prior to performing the ABS bleed
procedure.
3. Inspect for visual damage and leaks. Repair as needed.
Preliminary Setup
1. Raise and support the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Turn the ignition
switch to the OFF position. 3. Remove all four tires, if necessary. 4. Connect the pressure bleeding
tool according to the manufacturer's instructions. 5. Turn the ignition switch to RUN position, with
the engine off. 6. Connect the scan tool and establish communications with the ABS system. 7.
Pressurize the bleeding tool to 30 to 35 psi.
Performing the Automated Bleed Procedure
Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing
the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be
given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment
per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid
causing damage to components and painted surfaces.
1. With the pressure bleeding tool at 30 to 35 psi, and all bleeder screws in closed position, select
Automated Bleed Procedure on the scan tool and
follow the instructions.
2. The first part of the automated bleed procedure will cycle the pump and front release valves for 1
minute. After the cycling has stopped the scan
tool will enter a "cool down" mode and display a 3 minute timer. The auto bleed will not continue
until this timer expired, and cannot be overridden.
3. During the next step, the scan tool will request the technician to open one of the bleeder screws.
The scan tool will then cycle the respective
release valve and pump motor for 1 minute.
4. The scan tool will repeat step 3 for the remaining bleeder screws. 5. With the bleeder tool still
attached to the vehicle and maintaining 35 psi, the scan tool will instruct the technician to
independently open each
bleeder screw for approximately 20 seconds. This should allow any remaining air to be purged from
the brake lines.
6. When the automated bleed procedure is completed, the scan tool will display the appropriate
message. 7. Remove pressure from the pressure bleeding tool, and then disconnect the tool from
the vehicle. 8. Depress the brake pedal in order to gauge the pedal height and feel. Repeat step 1
through step 8 until the pedal height and feel is acceptable. 9. Remove the scan tool from the DLC
connector.
10. Install the tire and wheels assemblies, if removed. 11. Lower the vehicle. 12. Inspect the brake
fluid level in master cylinder.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8168
13. Road test the vehicle in order to ensure that the brake pedal remains high and firm.
If vehicle is equipped with TCS, the scan tool will cycle both the ABS and TCS solenoids valves.
This bleed procedure is the same as the procedure above.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8169
Brake Bleeding: Service and Repair Manual and Pressure Bleeding Procedures
Caution: Do not move the vehicle until a firm brake pedal is obtained. Air in the brake system can
cause loss of brakes with possible personal injury.
Caution: Use only SUPREME II or equivalent DOT 3 brake fluid from a clean, sealed container. Do
not use fluid from an open container that may be contaminated with water. Improper or
contaminated fluid will result in damage to components or loss of braking, with possible personal
injury.
Caution: Do not overfill the brake fluid reservoir. Overfilling the brake fluid reservoir may cause the
brake fluid to overflow onto the engine exhaust components during brake system service. The
brake fluid is flammable and may cause a fire and personal injury if the brake fluid contacts the
engine exhaust system components.
Notice: If any brake component is repaired or replaced such that air is allowed to enter the brake
system, the entire bleeding procedure must be followed.
Notice: Avoid spilling brake fluid on any of the vehicle's painted surfaces, wiring, cables, or electric
connectors. Brake fluid will damage the paint and the electrical connections. If any fluid is spilled on
the vehicle, flush the area to lessen the damage.
Notice: Prior to bleeding the brakes, the front and rear displacement cylinder pistons must be
returned to the topmost position, The preferred method uses a Scan Tool to perform the rehorning
procedure. If a Scan Tool is not available, the second procedure may be used, but it is extremely
important that the procedure be followed exactly as outlined.
A bleeding operation is necessary in order to remove air when air is introduced into the hydraulic
brake system. Bleed the hydraulic system at all four brakes if air has been introduced through a low
fluid level or by disconnecting brake pipes at the master cylinder. If a brake hose or brake pipe is
disconnected at one wheel, bleed only that one wheel caliper. If brake pipes or hoses are
disconnected at any fitting located between the master cylinder and the brakes, then only bleed the
brake system served by the disconnected pipe or hose.
With Scan Tool (Preferred Method)
Refer to Automated Bleed Procedure.
Without Scan Tool
Notice: This method can only be used if the amber ABS warning indicator is not illuminated and no
DTCs are present.
Important: Do not place your foot on the brake pedal through this entire procedure unless
specifically directed to do so.
1. Remove foot from the brake pedal. 2. Start the engine. Allow the engine to run for at least ten
seconds while observing the amber ABS warning indicator. 3. If the amber ABS warning indicator
turns on and stays on after ten seconds, stop the bleeding procedure. Use a Scan Tool in order to
diagnose the
ABS malfunction.
4. If the amber ABS warning indicator turns on for approximately three seconds, then turns off and
stays off, turn the ignition off. 5. Repeat the previous four steps one more time. 6. Bleed the entire
brake system.
Pressure Bleeding
^ Tools Required J 29532 Diaphragm Type Brake Bleeder
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8170
- J 35589 Compact Brake Bleeder Adapter
Notice: Pressure bleeding equipment must be of the diaphragm type. It must have a rubber
diaphragm between the air supply and the brake fluid to prevent air, moisture, and other
contaminants from entering the hydraulic system.
1. Inspect and fill the master cylinder reservoir to the proper level as necessary. 2. Assemble the
components as shown. 3. Install the J 35589 to the master cylinder reservoir. 4. Connect the J
29532 to the J 35589. 5. Adjust the J 29532 to 35 - 70 kPa (5 - 10 psi). 6. Wait approximately 30
seconds, then inspect the entire hydraulic brake system in order to ensure that there are no
existing brake fluid leaks.
Repair any brake fluid leaks.
7. Adjust the J 29532 to 205 - 240 kPa (30 - 35 psi).
Important: Use a shop cloth in order to catch escaping brake fluid.
8. Slowly open the ABS modulator brake pipe fitting (1) starting from the first pipe on the left side in
order to allow the brake fluid to flow.
Notice: Refer to Fastener Notice in Service Precautions.
9. Close the ABS modulator brake pipe fitting when air bubbles are no longer detected in the brake
fluid.
^ Tighten the ABS modulator brake pipe fitting to 24 Nm (18 ft. lbs.).
10. Repeat Steps 8 and 9 for the remaining ABS modulator brake pipe fittings.
11. Raise and suitably support the vehicle. 12. Install the clear plastic bleeder hose to the RIGHT
REAR bleeder valve:
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8171
13. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 14. Slowly open the bleeder valve in order to allow the brake fluid to flow. 15.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
16. Remove the clear plastic bleeder hose from the bleeder valve.
17. Install the clear plastic bleeder hose to the LEFT FRONT brake caliper bleeder valve. 18.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 19. Slowly open the bleeder valve in order to allow the brake fluid to flow. 20.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
21. Remove the clear plastic bleeder hose from the bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8172
22. Install the clear plastic bleeder hose to the LEFT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
23. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 24. Slowly open the bleeder valve in order to allow the brake fluid to flow. 25.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
26. Remove the clear plastic bleeder hose from the bleeder valve.
27. Install the clear plastic bleeder hose to the RIGHT FRONT brake caliper bleeder valve. 28.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 29. Slowly open the bleeder valve in order to allow the brake fluid to flow. 30.
Close the bleeder valve when air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
31. Remove the clear plastic bleeder hose from the bleeder valve. 32. Lower the vehicle. 33.
Remove the J 35589 from the master cylinder reservoir. 34. Inspect and fill the master cylinder
reservoir to the proper level as necessary. Refer to Master Cylinder Reservoir Filling. 35. Install the
master cylinder reservoir cap. 36. Start the engine and allow the engine to run for at least 10
seconds. 37. Turn the ignition OFF. 38. Inspect the brake pedal feel and the brake pedal travel.
Refer to Brake Pedal Travel.
^ If the brake pedal feels firm and constant and the brake pedal travel does not exceed
specifications, proceed to Step 39.
^ If the pedal feels soft or the brake pedal travel exceeds specifications, DO NOT DRIVE THE
VEHICLE. Go to Step 40.
39. Start the engine and inspect the brake pedal feel.
^ If the brake pedal still feels firm, got to Step 42.
^ If the brake pedal feels soft, DO NOT DRIVE THE VEHICLE. proceed to Step 40.
40. Use the scan tool in order to perform the automated bleed procedure. Refer to Automated
Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8173
41. Ensure that the unacceptable brake pedal feel/travel is not caused by misadjusted brake linings
or other mechanical failures, then repeat the Brake
System Pressure Bleeding procedure. Proceed to Step 1.
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
42. Road test the vehicle. Make several normal (non-ABS) stops from a moderate speed in order to
ensure proper brake system function. Allow
adequate brake system cooling time between stops.
Brake System Manual Bleeding Procedure
Notice: Avoid spilling brake fluid on any of the vehicle's painted surfaces, wiring, cables, or electric
connectors. Brake fluid will damage the paint and the electrical connections. It any fluid is spilled on
the vehicle, flush the area to lessen the damage.
Important: This procedure may require the help of an assistant to apply the brake pedal while the
bleeder valves are opened and closed.
Important: Ensure that the master cylinder brake fluid level does not drop to the bottom of the
master cylinder reservoir. You will be instructed to Inspect and fill the master cylinder reservoir at
times during this procedure. However, the actual frequency of master cylinder reservoir filling
REQUIRED will depend on the amount of fluid that is released. If the brake fluid level drops to the
bottom of the master cylinder reservoir, start the bleed procedure again at Step 1.
1. Inspect and fill the master cylinder reservoir to the proper level as necessary. Refer to Master
Cylinder Reservoir Filling.
Important: Use a shop cloth in order to catch escaping brake fluid.
2. Slowly open the ABS modulator brake pipe fitting (1) starting from the first pipe on the left side in
order to allow the brake fluid to flow. 3. Press and hold the brake pedal approximately 75 percent of
a full stroke.
Notice: Refer to Fastener Notice in Service Precautions.
4. Close the ABS modulator brake pipe fitting when air bubbles are no longer detected in the brake
fluid.
^ Tighten the ABS modulator brake pipe fitting to 24 Nm (18 ft. lbs.).
5. Repeat Steps 2 and 3 for the remaining ABS modulator brake pipe fittings.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8174
6. Inspect and fill the master cylinder reservoir to the proper level as necessary. 7. Raise and
suitably support the vehicle. Refer to Vehicle Lifting. 8. Install the clear plastic bleeder hose to the
RIGHT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
9. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid.
10. Open the bleeder valve. 11. Press and hold the brake pedal approximately 75 percent of a full
stroke. 12. Close the bleeder valve. 13. Release the brake pedal. 14. Repeat Steps 10 through 13
until air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.)
15. Remove the clear plastic bleeder hose from the bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8175
16. Install the clear plastic bleeder hose to the LEFT FRONT brake caliper bleeder valve. 17.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 18. Open the bleeder valve. 19. Press and hold the brake pedal approximately 75
percent of a full stroke. 20. Close the bleeder valve. 21. Release the brake pedal. 22. Repeat Steps
18 through 21 until air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
23. Remove the clear plastic bleeder hose from the bleeder valve.
24. Install the clear plastic bleeder hose to the LEFT REAR bleeder valve.
^ For vehicles with rear drum brakes, install the clear plastic bleeder hose to the wheel cylinder
bleeder valve.
^ For vehicles with rear disc brakes, install the clear plastic bleeder hose to the brake caliper
bleeder valve.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8176
25. Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled
with clean brake fluid. 26. Open the bleeder valve. 27. Press and hold the brake pedal
approximately 75 percent of a full stroke. 28. Close the bleeder valve. 29. Release the brake pedal.
30. Repeat Steps 26 through 29 until air bubbles are no longer detected in the brake fluid.
^ For vehicles with rear drum brakes, tighten the wheel cylinder bleeder valve to 7 Nm (62 inch
lbs.).
^ For vehicles with rear disc brakes, tighten the wheel cylinder bleeder valve to 11 Nm (97 inch
lbs.).
31. Remove the clear plastic bleeder hose from the bleeder valve.
32. Install the clear plastic bleeder hose to the RIGHT FRONT brake caliper bleeder valve. 33.
Submerge the opposite end of the clear plastic bleeder hose in a clean container partially filled with
clean brake fluid. 34. Open the bleeder valve. 35. Press and hold the brake pedal approximately 75
percent of a full stroke. 36. Close the bleeder valve. 37. Release the brake pedal. 38. Repeat Steps
34 through 37 until air bubbles are no longer detected in the brake fluid.
^ Tighten the brake caliper bleeder valve to 13 Nm (115 inch lbs.).
39. Remove the clear plastic bleeder hose from the bleeder valve. 40. Lower the vehicle.
41. Remove the brake fluid reservoir cover. 42. Inspect the brake fluid level in the reservoir. 43.
Install the brake fluid reservoir cover. 44. Turn the ignition switch to the RUN position, then turn off
the engine. Apply the brake pedal with moderate force and hold the pedal. Note the
pedal travel and feel.
45. If the pedal feels firm and constant and pedal travel is not excessive, start the engine. With the
engine running, recheck the pedal travel. 46. If the pedal feel is still firm and constant and pedal
travel is not excessive, perform a vehicle road test. Make several normal (non-ABS) stops from
a moderate speed in order to ensure proper brake system function.
47. If pedal feel is soft or has excessive travel either initially or after engine start, refer to
Automated Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Bleeding > System
Information > Service and Repair > Automated Bleed Procedure > Page 8177
48. Repeat the manual bleeding procedure, starting at Step 1.
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
49. Perform a vehicle road test. Make several normal (non-ABS) stops from a moderate speed in
order to ensure proper brake system function.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise
Brake Caliper: Customer Interest Brakes - Rattling Noise
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-O11A
Date: February, 2002
TECHNICAL
Subject: Rattle Type Noise Coming from Front of Vehicle (Install Front Brake Caliper Service Kit)
Models:
2000-01 Buick Century, Regal 2000-01 Chevrolet Impala, Monte Carlo, Venture 2000-01
Oldsmobile Intrigue, Silhouette 2000-01 Pontiac Grand Prix, Montana
This bulletin is being revised to remove Chevrolet Lumina from the Models section and to update
the condition information. Please discard Corporate Bulletin Number 01-05-23-11 (Section 05 Brakes).
Built Prior to the VIN Breakpoints shown.
Condition
Some customers may comment about a rattle type noise coming from the front of the vehicle. This
noise usually occurs at vehicle speeds under 48 km/h (30 mph) and while driving over bumps. The
noise can usually be eliminated by a light application of the brake pedal.
Cause
This condition may be caused by too much clearance between the front brake caliper bracket and
the caliper pins in the bottom of the bracket bores.
Correction
Install front brake caliper service kits to both sides of the vehicle using the following service
procedure. Each kit contains 2 pins, 2 boots, and 2 packets of grease.
Service Procedure
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General
Information.
2. Remove both the front tire and wheel assemblies.
3. Hand tighten 2 wheel nuts to retain the rotor to the hub.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise >
Page 8186
4. Install a large C-clamp (2) over the top of the brake caliper and against the back of the outboard
brake pad.
5. Tighten the C-clamp until the caliper piston is pushed into the caliper bore enough to slide the
caliper off the rotor.
6. Remove the C-clamp from the caliper.
7. Remove the caliper pin bolts (3) and discard. New bolts are supplied with the service kit.
8. Remove the caliper (1) from the caliper bracket (2) and support the caliper with heavy
mechanic's wire, or equivalent.
9. Using a flat bladed tool or punch, carefully tap the caliper pin boots from the brake caliper
bracket and discard.
10. Remove and discard the bushings from the brake caliper bracket bores. Carefully insert a small
screwdriver into the brake caliper bracket bore, then rotate and pull the bushing outward to remove.
11. Remove the brake pads from the brake caliper bracket.
12. Thoroughly clean the brake caliper bracket bores of all lubricant.
13. Install the brake pads to the brake caliper bracket.
14. Lubricate the brake caliper bracket bores. Divide the large packet of grease, P/N 18046532; put
one-half packet into each bore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise >
Page 8187
15. Lubricate the new caliper pin boots. Use the small packet of grease, P/N 18046645, only on the
bottom internal threads (2).
16. Install the new caliper pin boots into the caliper pin bores (3) on the bracket. Carefully tap boots
into bores using a deep well socket or equivalent.
17. Install the caliper over the rotor and onto the caliper bracket. Ensure that the caliper pin boots
are not pinched.
Important:
The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing caliper pin,
or bottom pin, is a solid design.
18. Install the new caliper pin bolts (1). It is important to note which caliper pin is designed for the
correct bore. The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing
caliper pin, or bottom pin, is a solid design. Ensure that the bolt boots fit securely in the groove of
the pin bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be
replaced.
Tighten
Tighten the bolts to 95 N.m (70 lb ft).
19. Remove the 2 wheel nuts retaining the rotor to the hub.
20. Repeat the above steps for the other side.
21. Install both the front tire and wheel assemblies. Tighten the wheel nuts using the J 39544 kit.
22. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > Customer Interest: > 01-05-23-011A > Feb > 02 > Brakes - Rattling Noise >
Page 8188
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 >
Brakes - Rattling Noise
Brake Caliper: All Technical Service Bulletins Brakes - Rattling Noise
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-O11A
Date: February, 2002
TECHNICAL
Subject: Rattle Type Noise Coming from Front of Vehicle (Install Front Brake Caliper Service Kit)
Models:
2000-01 Buick Century, Regal 2000-01 Chevrolet Impala, Monte Carlo, Venture 2000-01
Oldsmobile Intrigue, Silhouette 2000-01 Pontiac Grand Prix, Montana
This bulletin is being revised to remove Chevrolet Lumina from the Models section and to update
the condition information. Please discard Corporate Bulletin Number 01-05-23-11 (Section 05 Brakes).
Built Prior to the VIN Breakpoints shown.
Condition
Some customers may comment about a rattle type noise coming from the front of the vehicle. This
noise usually occurs at vehicle speeds under 48 km/h (30 mph) and while driving over bumps. The
noise can usually be eliminated by a light application of the brake pedal.
Cause
This condition may be caused by too much clearance between the front brake caliper bracket and
the caliper pins in the bottom of the bracket bores.
Correction
Install front brake caliper service kits to both sides of the vehicle using the following service
procedure. Each kit contains 2 pins, 2 boots, and 2 packets of grease.
Service Procedure
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General
Information.
2. Remove both the front tire and wheel assemblies.
3. Hand tighten 2 wheel nuts to retain the rotor to the hub.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 >
Brakes - Rattling Noise > Page 8194
4. Install a large C-clamp (2) over the top of the brake caliper and against the back of the outboard
brake pad.
5. Tighten the C-clamp until the caliper piston is pushed into the caliper bore enough to slide the
caliper off the rotor.
6. Remove the C-clamp from the caliper.
7. Remove the caliper pin bolts (3) and discard. New bolts are supplied with the service kit.
8. Remove the caliper (1) from the caliper bracket (2) and support the caliper with heavy
mechanic's wire, or equivalent.
9. Using a flat bladed tool or punch, carefully tap the caliper pin boots from the brake caliper
bracket and discard.
10. Remove and discard the bushings from the brake caliper bracket bores. Carefully insert a small
screwdriver into the brake caliper bracket bore, then rotate and pull the bushing outward to remove.
11. Remove the brake pads from the brake caliper bracket.
12. Thoroughly clean the brake caliper bracket bores of all lubricant.
13. Install the brake pads to the brake caliper bracket.
14. Lubricate the brake caliper bracket bores. Divide the large packet of grease, P/N 18046532; put
one-half packet into each bore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 >
Brakes - Rattling Noise > Page 8195
15. Lubricate the new caliper pin boots. Use the small packet of grease, P/N 18046645, only on the
bottom internal threads (2).
16. Install the new caliper pin boots into the caliper pin bores (3) on the bracket. Carefully tap boots
into bores using a deep well socket or equivalent.
17. Install the caliper over the rotor and onto the caliper bracket. Ensure that the caliper pin boots
are not pinched.
Important:
The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing caliper pin,
or bottom pin, is a solid design.
18. Install the new caliper pin bolts (1). It is important to note which caliper pin is designed for the
correct bore. The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing
caliper pin, or bottom pin, is a solid design. Ensure that the bolt boots fit securely in the groove of
the pin bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be
replaced.
Tighten
Tighten the bolts to 95 N.m (70 lb ft).
19. Remove the 2 wheel nuts retaining the rotor to the hub.
20. Repeat the above steps for the other side.
21. Install both the front tire and wheel assemblies. Tighten the wheel nuts using the J 39544 kit.
22. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-011A > Feb > 02 >
Brakes - Rattling Noise > Page 8196
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 >
Brake Calipers - Revised Fastener Requirements
Brake Caliper: All Technical Service Bulletins Brake Calipers - Revised Fastener Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-006A
Date: June, 2001
SERVICE MANUAL UPDATE
Subject: Revised Fastener Requirements for Front and Rear Brake Caliper Bracket Replacement
Models: 1997-2001 Buick Century, Regal 1997-2001 Buick Regal (Export China) 1997-2001
Chevrolet Trans Sport (Export China), Venture 2000-2001 Chevrolet Impala, Monte Carlo
1998-2001 Oldsmobile Intrigue 1997-1998 Pontiac Trans Sport 1997-2001 Pontiac Grand Prix
1999-2001 Pontiac Montana
This bulletin is being revised to update the model information. Please discard Corporate Bulletin
Number 01-05-23-006 (Section 05 - Brakes).
This bulletin is being issued to revise the fastener requirements for the front and rear brake caliper
bracket replacement procedures in the Disc-Brake sub-section of Brakes in the appropriate Service
Manual. Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc-Brake sub-section
of the Service Manual.
Front Brake Caliper Bracket Replacement (All Above Listed Vehicles)
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the front brake pads.
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 >
Brake Calipers - Revised Fastener Requirements > Page 8201
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 180 N.m (133 lb ft).
8. Install the front brake pads.
9. Install the caliper.
Rear Brake Caliper Bracket Replacement (See Vehicles Listed Below)
^ 1999-2001 Buick Century, Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo
^ 2000-2001 Chevrolet Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the rear brake pads.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 >
Brake Calipers - Revised Fastener Requirements > Page 8202
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 115 N.m (85 lb ft).
8. Install the rear brake pads.
9. Install the caliper.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements
Technical Service Bulletin # 01-05-23-003 Date: 010301
Front/Rear Brakes - Revised Tool Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-003
Date: March, 2001
SERVICE MANUAL UPDATE
Subject: Revised Tool Requirements for Front and Rear Brake Caliper Overhaul
Models: 1997-2001
Buick Park Avenue, Regal
1997-2001 Buick Regal (Export China)
2000-2001 Buick LeSabre
1997-2001 Cadillac DeVille, Seville
2000-2001 Cadillac Eldorado
1997-2001 Chevrolet Trans Sport (Export China), Venture
2000-2001 Chevrolet Impala, Lumina, Monte Carlo
1997-2001 Oldsmobile Aurora, Silhouette
1998-2001 Oldsmobile Intrigue
1997-2001 Pontiac Grand Prix, Montana, Trans Sport
2000-2001 Pontiac Bonneville
This bulletin is being issued to revise the tool requirements for the front and rear brake caliper
overhaul procedures in the Disc-Brake sub-section of Brakes in the appropriate Service Manual.
Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc Brake sub-section
of the Service Manual.
DISCLAIMER
Front Brake Caliper Overhaul Procedure
(All Above Listed Vehicles)
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided
it may be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8207
1. Remove the front brake caliper from the vehicle.
2. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
3. Using a small wooden or plastic tool, remove the caliper piston seal (2) from the seal
counterbore in the caliper (1) and discard the boot seal.
4. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore and
discard the piston seal.
5. Remove the bleeder valve (5) and cap (6) from the caliper (1).
Important:
Do not use abrasives to clean the brake caliper piston.
6. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
7. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
10. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
11. Inspect the caliper piston for cracks, scoring and/or damage to the finished surface area.
Replace the caliper piston if any of these conditions exist.
12. Lubricate the new piston seal with Delco Supreme 11(R), P/N 12377967 (in Canada use P/N
992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
13. Install the lubricated new piston seal into the caliper bore.
14. Install the caliper piston into the caliper bore. Press the piston to the bottom of the bore.
15. Install the new piston dust boot seal over the piston.
16. Use J-35777 to fully seat the caliper piston seal into the counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8208
17. Install the bleeder valve and cap to the caliper and tighten the valve securely.
18. Install the front brake caliper to the vehicle.
Rear Brake Caliper Overhaul Procedure
(See Vehicles Listed Below)
^ 1999-2001 Buick Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo, Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided,
it may be damaged.
1. Remove the rear brake caliper from the vehicle.
2. Remove the bleeder valve and cap from the caliper housing.
3. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
4. Remove the retaining ring that secures the dust boot to the caliper housing.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8209
5. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot
seal.
6. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard
the piston seal.
Important:
Do not use abrasives to clean the brake caliper piston.
7. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
8. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
9. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
10. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
11. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
12. Inspect the caliper piston for cracks, scoring and/or damage to the chrome plating. Replace the
caliper piston if any of these conditions exist.
13. Lubricate the new piston seal (4) with Delco Supreme 11(R), P/N 12377967 (in Canada, use
P/N 992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
14. Install the lubricated new piston seal (4) into the caliper bore.
15. Install the bottom half of the caliper piston (3) into the caliper bore.
16. Install the new piston dust boot seal (2) over the caliper piston (3).
17. Compress the caliper piston (3) to the bottom of the caliper bore.
18. Fully seat the piston dust boot seal (2) into caliper counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8210
19. Install the retaining ring that secures the dust boot to the caliper housing.
20. Install the bleeder valve and cap to the caliper and tighten the valve securely.
21. Install the rear brake caliper to the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 >
Brake Calipers - Revised Fastener Requirements
Brake Caliper: All Technical Service Bulletins Brake Calipers - Revised Fastener Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-006A
Date: June, 2001
SERVICE MANUAL UPDATE
Subject: Revised Fastener Requirements for Front and Rear Brake Caliper Bracket Replacement
Models: 1997-2001 Buick Century, Regal 1997-2001 Buick Regal (Export China) 1997-2001
Chevrolet Trans Sport (Export China), Venture 2000-2001 Chevrolet Impala, Monte Carlo
1998-2001 Oldsmobile Intrigue 1997-1998 Pontiac Trans Sport 1997-2001 Pontiac Grand Prix
1999-2001 Pontiac Montana
This bulletin is being revised to update the model information. Please discard Corporate Bulletin
Number 01-05-23-006 (Section 05 - Brakes).
This bulletin is being issued to revise the fastener requirements for the front and rear brake caliper
bracket replacement procedures in the Disc-Brake sub-section of Brakes in the appropriate Service
Manual. Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc-Brake sub-section
of the Service Manual.
Front Brake Caliper Bracket Replacement (All Above Listed Vehicles)
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the front brake pads.
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 >
Brake Calipers - Revised Fastener Requirements > Page 8216
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 180 N.m (133 lb ft).
8. Install the front brake pads.
9. Install the caliper.
Rear Brake Caliper Bracket Replacement (See Vehicles Listed Below)
^ 1999-2001 Buick Century, Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo
^ 2000-2001 Chevrolet Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics
wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the
caliper.
2. Remove the rear brake pads.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-006A > Jun > 01 >
Brake Calipers - Revised Fastener Requirements > Page 8217
3. Remove the caliper bracket bolts (2).
4. Remove the caliper bracket (1).
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads
on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris
and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the
knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of
the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
Tighten the caliper bracket bolts to 115 N.m (85 lb ft).
8. Install the rear brake pads.
9. Install the caliper.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements
Technical Service Bulletin # 01-05-23-003 Date: 010301
Front/Rear Brakes - Revised Tool Requirements
File In Section: 05 - Brakes
Bulletin No.: 01-05-23-003
Date: March, 2001
SERVICE MANUAL UPDATE
Subject: Revised Tool Requirements for Front and Rear Brake Caliper Overhaul
Models: 1997-2001
Buick Park Avenue, Regal
1997-2001 Buick Regal (Export China)
2000-2001 Buick LeSabre
1997-2001 Cadillac DeVille, Seville
2000-2001 Cadillac Eldorado
1997-2001 Chevrolet Trans Sport (Export China), Venture
2000-2001 Chevrolet Impala, Lumina, Monte Carlo
1997-2001 Oldsmobile Aurora, Silhouette
1998-2001 Oldsmobile Intrigue
1997-2001 Pontiac Grand Prix, Montana, Trans Sport
2000-2001 Pontiac Bonneville
This bulletin is being issued to revise the tool requirements for the front and rear brake caliper
overhaul procedures in the Disc-Brake sub-section of Brakes in the appropriate Service Manual.
Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service
Manual, please mark a reference to this bulletin on the affected page in the Disc Brake sub-section
of the Service Manual.
DISCLAIMER
Front Brake Caliper Overhaul Procedure
(All Above Listed Vehicles)
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided
it may be damaged.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8222
1. Remove the front brake caliper from the vehicle.
2. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
3. Using a small wooden or plastic tool, remove the caliper piston seal (2) from the seal
counterbore in the caliper (1) and discard the boot seal.
4. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore and
discard the piston seal.
5. Remove the bleeder valve (5) and cap (6) from the caliper (1).
Important:
Do not use abrasives to clean the brake caliper piston.
6. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
7. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
10. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
11. Inspect the caliper piston for cracks, scoring and/or damage to the finished surface area.
Replace the caliper piston if any of these conditions exist.
12. Lubricate the new piston seal with Delco Supreme 11(R), P/N 12377967 (in Canada use P/N
992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
13. Install the lubricated new piston seal into the caliper bore.
14. Install the caliper piston into the caliper bore. Press the piston to the bottom of the bore.
15. Install the new piston dust boot seal over the piston.
16. Use J-35777 to fully seat the caliper piston seal into the counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8223
17. Install the bleeder valve and cap to the caliper and tighten the valve securely.
18. Install the front brake caliper to the vehicle.
Rear Brake Caliper Overhaul Procedure
(See Vehicles Listed Below)
^ 1999-2001 Buick Regal
^ 1999-2001 Buick Regal (Export China)
^ 2000-2001 Chevrolet Impala, Monte Carlo, Trans Sport (Export China)
^ 1998-2001 Oldsmobile Intrigue
^ 1997-2001 Pontiac Grand Prix
Caution:
Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when
applying compressed air. The piston(s) can fly out with force and could result in serious bodily
injury.
Notice:
Use clean cloths to pad the interior of the caliper housing during piston removal. Use just enough
air to ease the piston out of the bores. If the pistons are blown out, even with the padding provided,
it may be damaged.
1. Remove the rear brake caliper from the vehicle.
2. Remove the bleeder valve and cap from the caliper housing.
3. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air
into the caliper bore through the fluid inlet hole.
4. Remove the retaining ring that secures the dust boot to the caliper housing.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8224
5. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot
seal.
6. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard
the piston seal.
Important:
Do not use abrasives to clean the brake caliper piston.
7. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured
alcohol, or equivalent.
8. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
9. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
10. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection
with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly.
11. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper
bore, replace the caliper assembly.
12. Inspect the caliper piston for cracks, scoring and/or damage to the chrome plating. Replace the
caliper piston if any of these conditions exist.
13. Lubricate the new piston seal (4) with Delco Supreme 11(R), P/N 12377967 (in Canada, use
P/N 992668), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container.
14. Install the lubricated new piston seal (4) into the caliper bore.
15. Install the bottom half of the caliper piston (3) into the caliper bore.
16. Install the new piston dust boot seal (2) over the caliper piston (3).
17. Compress the caliper piston (3) to the bottom of the caliper bore.
18. Fully seat the piston dust boot seal (2) into caliper counterbore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Brake Caliper: > 01-05-23-003 > Mar > 01 >
Front/Rear Brakes - Revised Tool Requirements > Page 8225
19. Install the retaining ring that secures the dust boot to the caliper housing.
20. Install the bleeder valve and cap to the caliper and tighten the valve securely.
21. Install the rear brake caliper to the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Specifications > Fastener Tightening Specifications
Brake Caliper: Specifications
Front Brakes Caliper Bolts 63 ft.lb
Bleeder Valve 115 in.lb
Caliper Bracket Bolts 133 ft.lb
Rear Brakes Caliper Bolt 32 ft.lb
Caliper Bracket Bolts 93 ft.lb
Bleeder Valve 97 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Specifications > Fastener Tightening Specifications > Page 8228
Brake Caliper: Specifications
Bleeder Valve (Front Caliper) 115 in.lb
Bleeder Valve (Rear Caliper) 62 in.lb
Caliper Bore Diameter 1.654 in
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement
Brake Caliper: Service and Repair Brake Caliper Bracket Replacement
Brake Caliper Bracket Replacement - Front
Removal Procedure
Important: Do not disconnect the brake hose from the caliper. Support or hang the caliper. Do not
let the caliper hang from the brake hose.
1. Remove the caliper. Refer to Brake Caliper Replacement (Front).
Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are
removed. Failure to replace these fasteners after they become loose or are removed may cause
loss of vehicle control and personal injury.
Important: The NEW brake caliper bolts come with an encapsulated thread compound already on
the bolt.
2. Remove the caliper bracket bolts (2). 3. Remove the caliper bracket (1).
4. Remove the following components from the bracket (1):
^ The boot bolts (2)
^ The bushings
5. Inspect the bracket (1) for cracks. 6. Replace the bracket (1) if necessary.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8231
1. Lubricate the following components with silicone grease:
^ The bolt boots (2)
^ The bushings
2. Install the following components into the caliper bracket (1):
^ The bolt boots (2)
^ The bushings
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the caliper bracket with the bracket bolts.
^ Tighten the caliper bracket bolts to 185 Nm (137 ft. lbs.).
4. Install the caliper. Refer to Brake Caliper Replacement (Front).
Brake Caliper Bracket Replacement - Rear
Removal Procedure
Important: Do not disconnect the brake hose from the caliper. Support or hang the caliper. Do not
let the caliper hang from the brake hose.
1. Remove the caliper. Refer to Brake Caliper Replacement (Rear).
Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are
removed. Failure to replace these fasteners after they become loose or are removed may cause
loss of vehicle control and personal injury.
Important: The NEW brake caliper bolts come with an encapsulated thread compound already on
the bolt.
2. Remove the caliper bracket bolts (2). 3. Remove the caliper bracket (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8232
4. Remove the following components from the bracket (1):
^ The bolt boots (2)
^ The bushings
5. Inspect the bracket (1) for cracks. 6. Replace the bracket (1) if necessary.
Installation Procedure
1. Lubricate the following components with silicone grease:
^ The bolt boots (2)
^ The bushings
2. Install the following components into the caliper bracket (1):
^ The bolt boots (2)
^ The bushings
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the caliper bracket with the bracket bolts.
^ Tighten the caliper bracket bolts to 125 Nm (92 ft. lbs.).
4. Install the caliper. Refer to Brake Caliper Replacement (Rear).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8233
Brake Caliper: Service and Repair Brake Caliper Overhaul
Front
Disassembly Procedure
1. Remove the caliper. Refer to Brake Caliper Replacement (Front).
Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it
when applying compressed air. The piston(s) can fly out with force and could result in serious
bodily injury.
Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough
air to ease the pistons out of the bores. If the pistons are blown out, even with the padding
provided, it may be damaged.
2. Remove the piston. Blow compressed air into the caliper inlet hole. The piston will come out
through the piston boot. 3. Inspect the piston for the following conditions:
^ Scoring
^ Nicks
^ Corrosion
^ Worn or damaged chrome plating Replace the piston if any of the above conditions are found.
4. Remove the caliper boot (2). Do not scratch the housing bore.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8234
Notice: Do not use a metal tool for seal removal. Damage to the caliper bore or the seal grooves
can result.
5. Remove the piston seal (4) from the groove in the caliper bore, Use a small wooden or plastic
tool. 6. Inspect the caliper bore and the seal grooves for the following conditions:
^ Scoring
^ Nicks
^ Corrosion
^ Wear
7. Use a crocus cloth in order to polish out light corrosion. 8. Replace the caliper housing (3) if
corrosion in and around the seal groove cannot be cleaned with a crocus cloth, 9. Inspect the bolt
boots (2) for the following conditions:
^ Cuts
^ Tears
^ Deterioration
10. Replace any damaged boots (2). 11. Inspect the caliper bolts for corrosion or damage. Replace
any corroded bolts. Do not attempt to polish away corrosion. 12. Inspect the seal groove in the
caliper bore for nicks or burrs. Replace the caliper if the seal groove is damaged. 13. Remove the
bleeder valve cap and the bleeder valve from the caliper housing. 14. Clean all the parts in clean,
denatured alcohol. 15. Dry all the parts with filtered, non-lubricated compressed air. 16. Blow out all
the passages in the caliper housing and the bleeder valve. Use filtered, non-lubricated compressed
air.
Assembly Procedure
^ Tools Required J 36349 Front Dust Boot Seal Installer
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the bleeder valve (2) and the bleeder valve cap (1) to the caliper housing.
^ Tighten the bleeder valve to 13 Nm (115 inch lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8235
2. Install a new lubricated piston seal (4) into the caliper bore grooves. Ensure that the piston seal
is not twisted.
3. Install the lubricated boot (1) onto the piston (2). 4. Lubricate the piston OD with clean brake
fluid.
5. Install the piston and the boot into the bore of the caliper. Push the piston to the bottom of the
bore. 6. Seat the caliper boot in the caliper housing (1) counterbore using J 36349. 7. Install the
caliper. Refer to Brake Caliper Replacement (Front) or Brake Caliper Replacement (Rear).
Rear
Disassembly Procedure
1. Remove the caliper. Refer to Brake Caliper Replacement (Rear).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8236
Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it
when applying compressed air. The piston(s) can fly out with force and could result in serious
bodily injury.
Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough
air to ease the pistons out of the bores. If the pistons are blown out, even with the padding
provided, it may be damaged.
2. Remove the piston. Blow compressed air into the caliper inlet hole. The piston will come out
through the piston boot. 3. Inspect the piston for the following conditions:
^ Scoring
^ Nicks
^ Corrosion
^ Worn or damaged chrome plating Replace the piston if any of the above conditions are found.
4. Remove the caliper boot (2). Do not scratch the housing bore.
Notice: Do not use a metal tool for seal removal. Damage to the caliper bore or the seal grooves
can result.
5. Remove the piston seal (4) from the groove in the caliper bore. Use a small wooden or plastic
tool. 6. Inspect the caliper bore and the seal grooves for the following conditions:
^ Scoring
^ Nicks
^ Corrosion
^ Wear
7. Use a crocus cloth in order to polish out light corrosion. 8. Replace the caliper housing (3) if
corrosion in and around the seal groove cannot be cleaned with a crocus cloth.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8237
9. Inspect the bolt boots (2) for the following conditions:
^ Cuts
^ Tears
^ Deterioration
10. Replace any damaged boots (2). 11. Inspect the caliper bolts for corrosion or damage. Replace
any corroded bolts. Do not attempt to polish away corrosion.
12. Inspect the seal groove in the caliper bore for nicks or burrs. Replace the caliper if the seal
groove is damaged. 13. Remove the bleeder valve cap (1) and the bleeder valve (2) from the
caliper housing (3). 14. Clean all the parts in clean, denatured alcohol. 15. Dry all the parts with
filtered, non-lubricated compressed air. 16. Blow out all the passages in the caliper housing and the
bleeder valve. Use filtered, non-lubricated compressed air.
Assembly Procedure
^ Tools Required J 36349 Front Dust Boot Seal Installer
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8238
1. Install the bleeder valve and the bleeder valve cap to the caliper housing.
^ Tighten the bleeder valve to 11 Nm (97 inch lbs.).
2. Lubricate piston seal with clean brake fluid. 3. Install a new piston seal into the caliper bore
grooves. Ensure that the piston seal is not twisted.
4. Install the lubricated boot (1) onto the piston (2). 5. Lubricate the piston OD with clean brake
fluid.
6. Install the piston and the boot into the bore of the caliper. Push the piston to the bottom of the
bore. 7. Seat the caliper boot in the caliper housing (1) counterbore using J 36349. 8. Install the
caliper. Refer to Brake Caliper Replacement (Rear).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8239
Brake Caliper: Service and Repair Brake Caliper Replacement
Brake Caliper Replacement (Front)
Removal Procedure
Caution: Do not move the vehicle until a firm brake pedal is obtained. Failure to obtain a firm pedal
before moving vehicle may result in personal injury.
1. Remove two-thirds of the brake fluid from the master cylinder. 2. Raise and suitably support the
vehicle. Refer to Vehicle Lifting. 3. Mark the relationship of the wheel to the hub. 4. Remove the
tires and the wheel. Refer to Tire and Wheel Removal and Installation. Install two wheel nuts to
retain the rotor. 5. Push the piston (4) onto the caliper bore in order to provide clearance between
the linings and the rotor. Complete the following steps:
5.1. Install a large C-clamp over the top of the caliper housing (3) and against the back of the
outboard pad (1).
5.2. Slowly tighten the C-clamp until the piston (4) pushes into the caliper bore enough to slide the
caliper (3) off the rotor. Do not overtighten the C-clamp. Overtightening the C-clamp will deform the
outboard pad (1).
Notice: Do not allow calipers to hang from the flexible hoses. Doing so can damage the hoses.
6. If you remove the caliper from the vehicle for unit repair (overhaul), then remove the brake hose
bolt that attaches the inlet fitting. If only the
brake pads are being replaced, do not disconnect the inlet fitting.
7. Plug the openings in the caliper housing and the pipe in order to prevent brake fluid loss and
contamination.
8. Remove the caliper bolts (3). 9. Remove the caliper housing (1) from the rotor and the caliper
bracket (2).
10. Inspect the bolt boots for the following conditions:
^ Cuts
^ Tears
^ Deterioration
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8240
Replace the bolt boots if damage exists. Refer to Brake Caliper Bracket Replacement (Front).
11. Inspect the piston boot for the following conditions:
^ Cuts
^ Tears
^ Deterioration Replace the piston boot in the caliper if damage exists. Refer to Brake Caliper
Overhaul (Front).
12. Inspect the bolt boots in the caliper bracket for the following conditions:
^ Cuts
^ Tears
^ Deterioration Replace the bolt boots in the caliper bracket if damage exists. Refer to Brake
Caliper Bracket Replacement (Front).
13. Inspect the caliper bolts (1) for corrosion or damage. If corrosion is found, use new parts,
including bushings, when installing the caliper. Do not
attempt to polish away corrosion.
Installation Procedure
1. Install the caliper housing (1) over the rotor and the caliper bracket (2). Ensure that the bushings
are in place.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8241
2. Lubricate the caliper bolts (1). Use silicone grease. Do not lubricate the threads.
3. Lubricate the two bolt boots in the caliper bracket (6). Use silicone grease.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the caliper bolts (3). Use a screwdriver in order to push the bolt boot over the shoulder of
the caliper bolt. Ensure that the bolt boot fits
securely in the groove of the pin bolt. ^
Tighten the caliper bolts to 85 Nm (63 ft. lbs.).
Important: Replace the copper gaskets.
5. Install the brake hose bolt, if removed.
^ Tighten the brake hose bolt to 54 Nm (40 ft. lbs.).
6. Remove the wheel nuts securing the rotor to the hub.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8242
7. Install the tires and the wheels. Refer to Tire and Wheel Removal and Installation. Align the
previous marks on the wheel and the hub. 8. Lower the vehicle. 9. Fill the master cylinder to the
proper level with clean brake fluid. Refer to Master Cylinder Reservoir Filling.
10. Bleed the caliper if the inlet fitting was removed. Refer to Hydraulic Brake System Bleeding. 11.
Apply the brake pedal approximately three times after bleeding, if necessary. 12. Inspect the
hydraulic brake system for brake fluid leaks.
Brake Caliper Replacement (Rear)
Removal Procedure
1. Remove two-thirds of the brake fluid from the master cylinder. 2. Raise and suitably support the
vehicle. Refer to Vehicle Lifting. 3. Mark the relationship of the wheel to the hub and bearing. 4.
Remove the tires and the wheel. Refer to Tire and Wheel Removal and Installation. Install two
wheel nuts in order to retain the rotor. 5. Push the piston (7) onto the caliper bore (2) in order to
provide clearance between the linings and the rotor. Complete the following steps:
^ Install a large C-clamp over the top of the caliper housing (15) and against the back of the
outboard pad (9).
^ Slowly tighten the C-clamp until the piston (7) is pushed into the caliper bore (2) enough in order
to slide the caliper (15) off the rotor. Do not overtighten the C-clamp. Overtightening will deform the
outboard pad (9).
6. Remove the hose bolt attaching the inlet fitting. 7. Plug the openings in the caliper housing (15)
and the pipe in order to prevent brake fluid loss and contamination. 8. Remove the caliper bolts (1
and 3).
Notice: Do not allow calipers to hang from the flexible hoses. Doing so can damage the hoses.
9. Remove the caliper housing (3) from the rotor (4) and the caliper bracket (1).
10. Inspect the piston boots for the following conditions: Cuts Tears Deterioration Replace the
piston boots if damage exists. Refer to Brake Caliper
Overhaul (Front).
11. Inspect the caliper bracket boots for the following conditions:
^ Cuts
^ Tears
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Caliper > Component
Information > Service and Repair > Brake Caliper Bracket Replacement > Page 8243
^ Deterioration Replace the caliper bracket boots if damage exists. Refer to Brake Caliper Bracket
Replacement (Front).
12. Inspect the caliper bolts (2) for corrosion or damage. If corrosion is found, use new parts,
including bushings, when installing caliper. Do not
attempt to polish away corrosion.
Installation Procedure
1. Install the caliper (3) over the rotor (4) and the caliper bracket (1). Ensure that the bushings are
in place.
2. Lubricate the caliper bolts (1 and 3). Use silicone grease. Do not lubricate the threads. 3.
Lubricate the two rubber boots (13 and 4) in the caliper bracket (12). Use silicone grease.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the caliper bolts (1 and 3). Use a flat bladed tool in order to push the boot over the
shoulder of the caliper bolt. Ensure that the boot is
securely in the groove of the caliper bolt. ^
Tighten the caliper bolts (1 and 3) to 44 Nm (32 ft. lbs.).
Important: Replace the copper gaskets.
5. Install the brake hose bolt.
^ Tighten the brake hose bolt to 54 Nm (40 ft. lbs.).
6. Remove the wheel nuts securing the rotor to the hub and bearing. 7. Install the tires and the
wheels. Refer to Tire and Wheel Removal and Installation. Align the previous marks on the wheel
and the hub and bearing. 8. Lower the vehicle. 9. Fill the master cylinder to the proper level with
clean brake fluid. Refer to Master Cylinder Reservoir Filling.
10. Bleed the entire brake system. Refer to Hydraulic Brake System Bleeding. 11. Apply the brake
pedal approximately three times after bleeding, in order to seat the pads against the rotor. 12.
Inspect the hydraulic brake system for brake fluid leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component
Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations
Brake Fluid: Technical Service Bulletins Brake Fluid - Level & Filling Recommendations
File In Section: 05 - Brakes
Bulletin No.: 00-05-22-004
Date: May, 2000
INFORMATION
Subject: Brake Fluid Level and Filling Recommendations
Models: 2001 and Prior Passenger Cars and Trucks
Many dealers and after-market repair shops advertise multi-point fluid "top-ups" in conjunction with
oil changes or regular maintenance packages. These offers often include adding brake fluid to the
master cylinder reservoir. There are only two reasons why the brake fluid level in the brake
reservoir might go down. The first is that the brake fluid level goes down an acceptable level during
normal brake lining wear. When the linings are replaced, the fluid will return to it's original level.
The second possible reason for a low fluid level is that fluid is leaking out of the brake system. If
fluid is leaking, the brake system requires repair and adding additional fluid will not correct the leak.
If the system was properly filled during delivery of the vehicle, no additional fluid should be required
under most circumstances between brake pad and/or shoe replacements. This information can be
reinforced with the customer by referring them to the Brake Fluid section of their vehicle's Owner's
Manual.
Guidelines
GM vehicles have incorporated a variety of brake fluid reservoir styles. The following guidelines are
restricted to the plastic bodied fluid reservoirs and do not affect the original service
recommendations for the older style metal bodied units.
You may encounter both black plastic and translucent style reservoirs. You may have reservoirs
with:
^ A MAX fill mark only
^ A MIN fill mark only
^ Both MAX and MIN marks
The translucent style reservoirs do not have to have the covers removed in order to view the fluid
level. It is a good practice not to remove the reservoir cover unless necessary to reduce the
possibility of contaminating the system. Use the following guidelines to assist in determining the
proper fluid level.
Important:
When adding brake fluid, use Delco Supreme II(R) Brake Fluid, GM P/N 12377967 or equivalent
brand bearing the DOT-3 rating only.
Important:
At no time should the fluid level be allowed to remain in an overfilled condition. Overfilling the brake
reservoir may put unnecessary stress on the seals and cover of the reservoir. Use the following
guidelines to properly maintain the fluid level. If the reservoir is overfilled, siphon out the additional
fluid to comply with the guidelines below.
Important:
If under any circumstance the brake fluid level is extremely low in the reservoir or the BRAKE
warning indicator is illuminated, the brake system should be checked for leaks and the system
repaired in addition to bringing the fluid level up to the recommended guidelines outlined below. A
leaking brake system will have reduced braking performance and will eventually not work at all.
Important:
Some vehicles have reservoirs that are very sensitive to brake fluid levels and may cause the
BRAKE indicator to flicker on turns as the fluid approaches the minimum required level. If you
encounter a vehicle with this concern, increase the fluid level staying within the guidelines outlined
below.
^ If the reservoir has a MAX level indicator, the reservoir should be returned to the MAX marking
only at the time new brake pads and/or shoes are installed. If the reservoir fluid level is at the
half-way point or above do not attempt to add additional brake fluid during routine fluid checks.
^ If the reservoir has both MAX and MIN indicators, the fluid level should be maintained above the
MIN indicator during routine fluid checks and returned to the MAX indication only after new brake
pads and/or shoes are installed.
^ For reservoirs with only a MIN indication, the fluid level should be maintained above the MIN
indicator during routine fluid checks. Return the
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component
Information > Technical Service Bulletins > Brake Fluid - Level & Filling Recommendations > Page 8248
reservoir fluid level to full only after installing new brake pads and/or shoes. A full reservoir is
indicated on translucent, snap cover reservoirs by a fluid level even with the top level of the view
window imprinted into the side of the reservoir. On screw top models in black or translucent plastic,
the full level is just below the bottom of the filler neck.
Parts Information
Part Number Description
12377967 Brake Fluid
Parts are currently available from GMSPO.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid > Component
Information > Technical Service Bulletins > Page 8249
Brake Fluid: Specifications
Brake Fluid Type Delco Supreme II (R) Fluid, GM P/N 12377967 Or DOT-3 Equivalent
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch
> Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Fluid Level Sensor/Switch
> Component Information > Locations > Page 8253
Brake Fluid Level Sensor/Switch: Service and Repair
Master Cylinder Fluid Level Sensor Replacement (With ABS)
Removal Procedure
1. Disconnect the electrical connector (2) from the fluid level sensor.
2. Remove the fluid level sensor. Use needle nose pliers in order to compress the switch locking
tabs (1) at the side of the master cylinder.
Installation Procedure
1. Install the fluid level sensor until the locking tabs snap into place. 2. Connect the electrical
connector (2) to the fluid level sensor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Specifications > Hose
Brake Hose/Line: Specifications Hose
Brake Hose Caliper Bolt 40 ft.lb
Brake Hose Caliper Bolt 40 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Specifications > Hose > Page 8258
Brake Hose/Line: Specifications Line
Brake Pipe Fittings / Tube Nut 11 ft.lb
Brake Pipe Tube Nut 11 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Service and Repair > Brake Hose Replacement - Front
Brake Hose/Line: Service and Repair Brake Hose Replacement - Front
Removal Procedure
Caution: Do not move the vehicle until a firm brake pedal is obtained. Air in the brake system can
cause loss of brakes with possible personal injury.
Notice: Do not allow components to hang from the flexible brake hoses as damage to the hoses
may occur. Some brake hoses have protective rings or covers to prevent direct contact of the hose
with other chassis parts. Besides causing possible structural damage to the hose, excessive
tension could cause the hose rings to move out of their proper locations.
Notice: Brake hoses should not be crimped at any point, in order to prevent the loss of brake fluid
from any component.
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the front tire and the
front wheel. Refer to Tire and Wheel Removal and Installation. 3. Clean the dirt and foreign
material from the brake hoses and fitting. 4. Use a backup wrench on the hose fitting in order to
remove the brake pipe from the brake hose at the bracket.
Do not bend the brake pipe or the bracket.
5. Remove the retainer clip at the hose mounting bracket. 6. Remove the hose from the bracket.
7. Remove the following items from the caliper (2):
^ The brake hose bolt (4)
^ The hose (5)
^ The two washers (3) Discard the two washers.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Service and Repair > Brake Hose Replacement - Front > Page 8261
1. Install the following items to the caliper (2):
^ The brake hose bolt (4)
^ The hose (5)
^ The two new washers (3) Use two new washers.
Notice: Refer to Fastener Notice in Service Precautions.
2. Lubricate the bolt threads with brake fluid.
^ Tighten the brake hose caliper bolt to 54 Nm (40 ft. lbs.).
3. Install the brake hose into the bracket.
There should not be any kinks in the hose. Align the hose fitting with the notch in the bracket. Use
the hose paint stripe as a visual aid.
4. Install the retainer clip onto the hose fitting at the bracket. 5. Connect the brake pipe to the brake
hose:
^ Use a backup wrench on the hose fitting.
^ Do not bend the bracket or pipe.
^ Tighten the brake pipe tube nut to 15 Nm (11 ft. lbs.).
6. Install the front tire and the front wheel. Refer to Tire and Wheel Removal and Installation. 7.
Ensure that the hose does not make contact with any part of the suspension. Check the hose in
extreme right and extreme left turn conditions. If the
hose makes contact, remove the hose and correct the condition.
8. Lower the vehicle. 9. Bleed the brakes. Refer to Hydraulic Brake System Bleeding.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Service and Repair > Brake Hose Replacement - Front > Page 8262
Brake Hose/Line: Service and Repair Brake Pipe Replacement (and ISO Flare Replacement)
^ Tools Required J 29803-A ISO Flaring Kit
Caution: Always use double walled steel brake pipe when replacing brake pipes. The use of any
other pipe is not recommended and may cause brake system failure. Carefully route and retain
replacement brake pipes. Always use the correct fasteners and the original location for
replacement brake pipes. Failure to properly route and retain brake pipes may cause damage to
the brake pipes and cause brake system failure.
Notice: Do not use single lap flaring tools. Double lap flaring tools must be used to produce a flare
strong enough to hold the system pressure. Using single lap flaring tools could cause system
damage.
1. Obtain the recommended tubing and steel fitting nuts of the correct size. Outside diameter tubing
is used in order to specify the size. 2. Cut the tubing to length. In order to determine the correct
length, measure the old pipe using a string and adding 3 mm (1/8 inch) for each ISO
flare.
3. Before starting the flare, install the fittings on the tubing. 4. Chamfer the inside and outside
diameter of the pipe with the de-burring tool. 5. Remove all traces of lubricant from the brake pipe
and the flaring tool. 6. Clamp the flaring tool body in a vise.
7. Select the correct size collet and forming mandrel (3) for the pipe size used. 8. Insert the proper
forming mandrel into the tool body. 9. While holding the mandrel in place with a finger, thread the
forcing screw until the screw makes contact with the forming mandrel and begins to
move the forming mandrel.
10. When contact is made with the forming mandrel, turn the forcing screw back one complete turn.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Service and Repair > Brake Hose Replacement - Front > Page 8263
11. Slide the clamping nut (1) over the brake pipe into the correct collet. Leave approximately 19
mm (3/4 inch) of tubing extending out the collet. 12. Insert the collet into the tool body. The brake
pipe end must contact the face of the forming mandrel. 13. Tighten the clamping nut into the tool
body very tight or the pipe may push out. 14. Wrench tighten the forcing screw until the screw
bottoms. Do not over tighten the forcing screw or the flare may become over-sized. 15. Back the
clamping nut out of the tool body. 16. Disassemble the clamping nut and collet. The flare is now
ready for use. 17. Bend the pipe to match the old pipe. Maintain a clearance of 19 mm (3/4 inch) for
all moving or vibrating components.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Service and Repair > Brake Hose Replacement - Front > Page 8264
Brake Hose/Line: Service and Repair Brake Hose Replacement - Rear
Removal Procedure
Caution: Do not move the vehicle until a firm brake pedal is obtained. Air in the brake system can
cause loss of brakes with possible personal injury.
Notice: Do not allow components to hang from the flexible brake hoses as damage to the hoses
may occur. Some brake hoses have protective rings or covers to prevent direct contact of the hose
with other chassis parts. Besides causing possible structural damage to the hose, excessive
tension could cause the hose rings to move out of their proper locations.
Notice: Brake hoses should not be crimped at any point to prevent loss of brake fluid from any
component.
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear tire and
wheel. Refer to Tire and Wheel Removal and Installation. 3. Clean dirt and foreign material from
the brake hoses and fittings.
4. Use a backup wrench on the hose fitting in order to remove the brake pipe from the brake hose
(2)
Do not bend the brake pipe or the bracket.
5. Remove the retainer clip from the brake hose at the bracket. 6. Remove the hose from the
bracket. 7. Remove the following items from the caliper:
^ Brake hose bolt (1)
^ Brake hose (2)
^ Two sealing washers (4)
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Hose/Line > Component
Information > Service and Repair > Brake Hose Replacement - Front > Page 8265
1. Install the brake hose bolt.
Install the brake hose into the brackets. There should be no kinks in the hose. Align the hose fitting
with a notch in the bracket. Use the hose paint stripe as a visual aid. ^
Tighten the Brake Hose bolt (1) to 54 Nm (40 ft. lbs.).
2. Use a backup wrench on the hose fitting in order to connect the brake pipe to the brake hose. 3.
Do not bend the bracket or the pipe.
^ Tighten the tube nut to 15 Nm (11 ft. lbs.).
4. Install the retainer clips onto the hose fittings at the brackets. 5. Install the rear tire and wheel.
Refer to Tire and Wheel Removal and Installation. 6. Lower the vehicle. 7. Bleed the brakes. Refer
to Hydraulic Brake System Bleeding.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake
Proportioning/Combination Valve > Component Information > Specifications > Component Specifications
Brake Proportioning/Combination Valve: Specifications
Proportioning Valve Tube Nuts 11 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake
Proportioning/Combination Valve > Component Information > Specifications > Component Specifications > Page 8270
Brake Proportioning/Combination Valve: Specifications
Proportioning Valve Caps 20 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake
Proportioning/Combination Valve > Component Information > Service and Repair > Proportioning Valve Replacement (With
ABS)
Brake Proportioning/Combination Valve: Service and Repair Proportioning Valve Replacement
(With ABS)
Removal Procedure
Important: Do not wash the proportioning valve (1) in any cleaning solution. The internal
components are pre-lubricated with a special grease.
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Clean the dirt and foreign
material from the brake pipes and proportioning valve (1).
3. Disconnect the brake pipe fittings from the proportioning valve (1) using a backup wrench. 4.
Remove the proportioning valve.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake
Proportioning/Combination Valve > Component Information > Service and Repair > Proportioning Valve Replacement (With
ABS) > Page 8273
1. Install the proportioning valve.
Notice: Refer to Fastener Notice in Service Precautions.
2. Connect the brake pipe fittings to the proportioning valve (1) using a backup wrench.
^ Tighten the Proportioning Valve Tube Nut to 15 Nm (11 ft. lbs.).
3. Lower vehicle. 4. Bleed the brakes. Refer to Hydraulic Brake System Bleeding.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake
Proportioning/Combination Valve > Component Information > Service and Repair > Proportioning Valve Replacement (With
ABS) > Page 8274
Brake Proportioning/Combination Valve: Service and Repair Proportioning Valve Replacement
(Non ABS)
Removal Procedure
Important: Do not wash the proportioning valve in any cleaning solution. The internal components
are pre-lubricated with a special grease.
1. Remove the master cylinder reservoir. Refer to Master Cylinder Reservoir Replacement. 2.
Remove the proportioning valve caps (1). 3. Remove the O-rings (5). 4. Remove the springs (2). 5.
Remove the proportioning valve pistons (3). Carefully use needle nose pliers so that you do not
damage the piston stems. 6. Remove the proportioning valve seals (4) from the pistons. 7. Inspect
the proportioning valve pistons for corrosion and deformation. Replace the valve pistons if
necessary. 8. Clean all of the parts in clean, denatured alcohol. 9. Dry the parts with non-lubricated
compressed air.
Installation Procedure
1. Lubricate the following parts with the silicone grease that is supplied in the repair kit:
^ O-rings (5)
^ Proportioning valve seals (4)
^ Proportioning valve piston stems (3)
2. Install new seals on the proportioning valve pistons. Ensure that the lip seals face up toward the
cap. 3. Install the proportioning valve pistons and the seals in the master cylinder body. 4. Install
the springs (2) in the master cylinder body. 5. Install new O-rings (5) in the grooves in the
proportioning valve caps.
Notice: Refer to Fastener Notice in Service Precautions.
6. Install the proportioning valve caps (1) in the master cylinder body.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake
Proportioning/Combination Valve > Component Information > Service and Repair > Proportioning Valve Replacement (With
ABS) > Page 8275
^ Tighten the proportioning valve caps to 27 Nm (20 ft. lbs.).
7. Install the master cylinder reservoir. Refer to Master Cylinder Reservoir Replacement. 8. Bleed
the brakes. Refer to Hydraulic Brake System Bleeding.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Specifications > Fastener Tightening Specifications
Hydraulic Control Assembly - Antilock Brakes: Specifications Fastener Tightening Specifications
Brake Pipe Fittings At Brake Pressure Modulator Valve (BPMV) And Master Cylinder
...................................................................................... 18 ft. lbs. Brake Pressure Modulator Valve
(BPMV) and Electronic Brake Control Module (EBCM) Assembly to Mounting Bracket
............................ 89 inch lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Specifications > Fastener Tightening Specifications > Page 8280
Hydraulic Control Assembly - Antilock Brakes: Specifications Component Specifications
Modulator Tube Nuts ...........................................................................................................................
................................................................... 11 ft. lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Specifications > Page 8281
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket Replacement
Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Modulator Bracket
Replacement
Removal Procedure
1. Turn the Ignition switch to the OFF position. 2. Remove the two BPMV mounting bracket nuts (3)
and one bolt located near the bottom and one nut (1) located at the top of the BPMV mounting
bracket (4) to the strut tower.
3. Disconnect the ground strap between the EBCM assembly and the chassis. 4. Remove the
BPMV mounting bracket (4) from the vehicle. 5. Remove BPMV and EBCM assembly (2) from the
BPMV mounting bracket (4).
Installation Procedure
1. Install the BPMV and EBCM assembly (2) to the BPMV mounting bracket (4). 2. Install the
BPMV bracket (4) to the strut tower.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the one bolt and three nuts that attach the BPMV mounting bracket (4) to the strut tower.
^ Tighten the lower two BPMV mounting bracket nuts (3) and bolt to 10 Nm (89 inch lbs.).
^ Tighten the top nut (1) for BPMV mounting bracket (4) to strut tower to 3 Nm (27 inch lbs.).
4. Reconnect the ground strap between the EBCM assembly and the chassis. 5. Turn the ignition
switch to the RUN position, engine off. 6. Perform the A Diagnostic System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket Replacement > Page 8284
Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve
(BPMV) Replacement
Removal Procedure
Caution: For safety reasons, the Brake Pressure Modulator Valve (BPMV) must not be repaired,
the complete unit must be replaced With the exception of the EBCM/EBTCM, no screws may be
loosened. if screws are loosened, it will not be possible to get the brake circuits leak-tight and
personal injury may result.
1. Turn the ignition switch to the OFF position. 2. Remove the attaching bolts for the cruise control
module. 3. Swing the cruise control module off to the side. 4. Disengage the red locking tab from
the connector (1). 5. Push down lock tab (1) and then move sliding connector cover (2) to the open
position. 6. Disconnect the EBCM harness connector.
Important: Note the locations of the brake pipes in order to aid in installation.
7. Disconnect the brake pipes (1) from the BPMV (2). 8. Swing the four brakes pipes out of the way
only after covering the open pipes to avoid dripping or being contaminated.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket Replacement > Page 8285
9. Disconnect the master cylinder brake pipes (2) from the BPMV (4).
10. It is not necessary to remove the brake pipes (2) from the master cylinder (1). 11. Swing the
two master cylinder brake pipes out of the way only after covering the open pipes to avoid dripping
or being contaminated.
12. Remove the two BPMV mounting bracket nuts (3) and one bolt located near the bottom and
one nut (1) located at the top of the BPMV mounting
bracket (4) to the strut tower.
13. Disconnect the ground strap between the EBCM assembly and the chassis. 14. Remove the
BPMV mounting bracket (4) and EBCM assembly (2) from the vehicle.
Notice: When removing the brake pressure modulator valve, protect the vehicle exterior from
possible brake fluid spillage. Brake fluid can cause damage to painted surfaces.
15. Remove the four bolts (3) that connect the BPMV (1) to the mounting bracket (2). 16. Remove
EBCM if replacing the BPMV only. Refer to Electronic Brake Control Module (EBCM) Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket Replacement > Page 8286
Installation Procedure
1. Install EBCM onto the BPMV (1) if replacing the BPMV only. Refer to Electronic Brake Control
Module (EBCM) Replacement. 2. Install BPMV and EBCM as an assembly (1) to the mounting
bracket (2).
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the four bolts (3) that connects the BPMV assembly (1) to the mounting bracket (2).
^ Tighten the four bolts (3) that connect the BPMV (1) to the mounting bracket (2) to 10 Nm (89
inch lbs.).
4. Install the BPMV bracket (4) to the strut tower. 5. Install the one bolt and three nuts that attach
the BPMV Mounting bracket (4) to the strut tower.
^ Tighten the lower two BPMV mounting bracket nuts (3) and bolt to 10 Nm (84 inch lbs.).
^ Tighten the top nut (1) for BPMV mounting bracket (4) to strut tower to 3 Nm (27 inch lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket Replacement > Page 8287
Important: If a new BPMV is being installed, remove the shipping plugs from the valve openings
during the next few steps when ready.
Caution: Make sure brake pipes are correctly connected to brake pressure modulator valve. If
brake pipes are switched by mistake, wheel lockup will occur and personal injury may result. The
only two ways this condition can be detected are by using a Scan Tool or by doing an Antilock stop.
6. Install the master cylinder brake pipes (2) into the BPMV (4).
^ Tighten the master cylinder brake pipe fittings to 24 Nm (18 ft. lbs.).
7. Install the brake pipes (1) on the BPMV (2).
^ Tighten all four brake pipe fittings to 24 Nm (18 ft. lbs.).
8. Reconnect the ground strap between the EBCM assembly and the chassis.
9. Connect the EBCM harness connector.
10. Push down lock tab (1) and then move sliding connector cover (2) back in home position to
lock. 11. Insert red locking tab back in place.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Hydraulic Control Assembly Antilock Brakes > Component Information > Service and Repair > Brake Modulator Bracket Replacement > Page 8288
12. Reinstall the cruise control module. 13. When all procedures have been completed, the
automated ABS bleed procedure is required. Refer to Automated Bleed Procedure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Specifications > Fastener Tightening Specifications
Brake Master Cylinder: Specifications
Master Cylinder Mounting Nuts 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Specifications > Fastener Tightening Specifications > Page 8293
Brake Master Cylinder: Specifications
Master Cylinder Tube Nuts 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul
Brake Master Cylinder: Service and Repair Master Cylinder Overhaul
Removal Procedure
Caution: Do not disturb or remove the screw which retains the primary spring to the secondary
piston. This screw has been set to a predetermined height, and the performance of the master
cylinder will be adversely affected if this setting is changed. An improperly adjusted screw may
result in poor brake performance and possible personal injury.
Important: The reservoir cap (1) and the diaphragm (3) may be inspected and serviced without
removing the master cylinder from the vehicle.
1. Remove the master cylinder. Refer to Master Cylinder Replacement. 2. Wipe the reservoir cap
(1) clean. 3. Remove the reservoir cap (1) and the diaphragm (3). 4. Replace the reservoir cap (1)
and the diaphragm (3) if the following damage exists:
^ Cuts
^ Cracks
^ Nicks
^ Deformation
5. Remove the master cylinder reservoir. Refer to Master Cylinder Reservoir Replacement. 6.
Remove the retainer (7) while depressing the primary piston (8). Use care so that you do not
damage the following components:
^ The piston (8)
^ The bore
^ The retainer groove
7. Apply low pressure, non-lubricated, compressed air into the upper outlet port at the blind end of
the bore while the other outlet ports are plugged.
Perform the above action in order to remove the following components: 7.1.
Primary piston (8)
7.2. Secondary piston (10)
7.3. Spring (13)
7.4. Spring retainer (12)
8. Remove the seals (9) and the spring retainer (12) from the secondary piston (10). 9. Inspect the
master cylinder for scoring or corrosion. Replace the master cylinder if damage exists.
Do not use abrasives in the bore.
10. Clean all of the components in clean, denatured alcohol. 11. Dry the components with
non-lubricated, compressed air.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul > Page 8296
1. Install lubricated seals (9) and the spring retainer (12) onto the secondary piston. 2. Install the
spring (13) and the secondary piston (10) into the cylinder bore. Lubricate the parts with clean
brake fluid in order to ease assembly. 3. Install the lubricated primary piston (8) into the cylinder
bore. 4. While depressing the primary position (8), install the retainer (7). 5. Install the master
cylinder reservoir. Refer to Master Cylinder Reservoir Replacement. 6. Insert the diaphragm (3)
into the reservoir cap (1), Install the cap (1) on the reservoir (4). 7. Install the master cylinder. Refer
to Master Cylinder Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul > Page 8297
Brake Master Cylinder: Service and Repair Master Cylinder Replacement
Removal Procedure
1. Remove the brake pipes from the master cylinder. 2. Disconnect fluid level sensor electrical
connector (2).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul > Page 8298
3. Remove master cylinder mounting nuts (1). 4. Remove the master cylinder. 5. Drain the master
cylinder reservoir of all brake fluid. 6. Remove the master cylinder reservoir. Refer to Master
Cylinder Reservoir Replacement.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul > Page 8299
1. Install the master cylinder reservoir. Refer to Master Cylinder Reservoir Replacement. 2. Install
the master cylinder.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the master cylinder mounting nuts (1).
^ Tighten the master cylinder mounting nuts (1) to 25 Nm (18 ft. lbs.).
4. Connect the fluid level sensor electrical connector (2). 5. Connect the brake pipes to the master
cylinder.
^ Tighten the master cylinder tube nuts to 15 Nm (11 ft. lbs.).
6. Fill the master cylinder reservoir with brake fluid. Refer to Master Cylinder Reservoir Filling. 7.
Bleed the brake system. Refer to Hydraulic Brake System Bleeding.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul > Page 8300
Brake Master Cylinder: Service and Repair Master Cylinder Reservoir Replacement
Removal Procedure
Notice: Do not overtighten vise, or damage to the master cylinder will result.
1. Remove the master cylinder. Refer to Master Cylinder Replacement 2. Clamp the flange on the
master cylinder body in a vise. Do not clamp the master cylinder body. 3. Carefully drive out the
spring pins with a suitable 1/8 inch punch. Do not damage the reservoir or the cylinder body when
pushing out the pins.
4. Remove the reservoir body by pulling the body straight up and away from the cylinder body. 5.
Remove the O-rings (2) from the grooves in the reservoir. 6. Inspect the reservoir for cracks or
deformation. Replace the reservoir if necessary. 7. Clean the reservoir with clean denatured
alcohol. 8. Dry the reservoir with non-lubricated compressed air.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul > Page 8301
1. Lubricate the new O-rings and the reservoir-to-housing fittings with clean brake fluid. 2. Insert
the O-rings into the grooves in the reservoir. Make sure that the O-rings are properly seated. 3.
Connect the reservoir to the master cylinder body. Use your hand in order to press the reservoir
straight down into the body. 4. Carefully install the spring pins in order to retain the reservoir. Do
not damage the reservoir or the cylinder body. 5. Install master cylinder. Refer to Master Cylinder
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Brake Master Cylinder >
Component Information > Service and Repair > Master Cylinder Overhaul > Page 8302
Brake Master Cylinder: Service and Repair Master Cylinder Reservoir Filling
Caution: Do not overfill the brake fluid reservoir. Overfilling the brake fluid reservoir may cause the
brake fluid to overflow onto the engine exhaust components during brake system service. The
brake fluid is flammable and may cause a fire and personal injury if the brake fluid contacts the
engine exhaust system components.
The master cylinder reservoir is on the master cylinder. The reservoir is located under the hood on
the left side of the vehicle. The master cylinder reservoir contains enough fluid so that the reservoir
does not need service under normal conditions. A low fluid sensor in the master cylinder will warn
of a low fluid level. ^
Clean the reservoir cap before removal in order to prevent dirt from entering the reservoir.
^ Remove the twist cap and the diaphragm.
^ Do not fill the reservoir past the maximum fill level.
^ When the reservoir is full, install the cap and the diaphragm.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Hydraulic System, Brakes > Wheel Cylinder > Component
Information > Technical Service Bulletins > Brakes - Wheel Cylinder Inspection Guidelines
Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines
Bulletin No.: 03-05-24-001A
Date: March 21, 2005
INFORMATION
Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections
Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles
with Rear Drum Brakes
Supercede:
This bulletin is being revised add model years and include all GM vehicles. Please discard
Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension).
This bulletin provides information on proper inspection of rear drum brake wheel cylinders.
Important:
It is not recommended that dust boots be removed during inspection processes as dirt and debris
could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In
addition, most bores should look damp and some lubricant may drip out from under the boot as a
result of lubricant being present.
All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an
anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of
this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends
of the cylinder under the dust boot.
Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot
to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder.
However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder,
it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the
Wheel Cylinder Replacement procedures in the appropriate Service Manual.)
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Actuator >
Component Information > Service and Repair
Parking Brake Actuator: Service and Repair
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel.
Refer to Tire and Wheel Removal and Installation. 3. Remove the brake rotor. Refer to Brake Rotor
Replacement (Front) or Brake Rotor Replacement (Rear).
4. Loosen the brake cables at the equalizer (2).
5. Remove the cable from the actuator lever. 6. Remove the parking brake return spring.
7. Remove the cable from the parking brake bracket (8). 8. Remove the rear wheel hub. Refer to
Wheel Bearing/Hub Replacement - Rear. 9. Remove the parking brake bracket (8) from the support
plate (7).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Actuator >
Component Information > Service and Repair > Page 8311
10. Remove the parking brake actuator (5).
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the parking brake bracket (8) through the support plate (7) and wheel hub into the parking
brake actuator (5).
^ Tighten the parking brake bracket bolts to 10 Nm (89 inch lbs.).
2. Install the rear wheel hub. Refer to Wheel Bearing/Hub Replacement - Rear.
3. Install the parking brake return spring. 4. Install the cable onto the actuator lever. 5. Install the
cable onto the parking brake bracket.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Actuator >
Component Information > Service and Repair > Page 8312
6. Tighten the nut on the equalizer (2) in order to remove the slack in the cable.
7. Install the brake rotor. Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear). 8. Install the tire and wheel. Refer to Tire and Wheel Removal and Installation. 9. Lower the
vehicle.
10. Adjust the parking brake. Refer to Park Brake Cable Service/Adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Backing Plate >
Component Information > Service and Repair
Parking Brake Backing Plate: Service and Repair
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel.
Refer to Tire and Wheel Removal and Installation. 3. Remove the brake caliper bracket. Refer to
Brake Caliper Bracket Replacement (Front) or Brake Caliper Bracket Replacement (Rear) (Rear).
4. Loosen the brake cables at the equalizer (2).
5. Remove the cable from the actuator lever. 6. Remove the parking brake return spring.
7. Remove the cable from the parking brake bracket (8). 8. Remove the rear wheel hub. Refer to
Wheel Bearing/Hub Replacement - Rear. 9. Remove the parking brake bracket (8) from the support
plate (7) bolts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Backing Plate >
Component Information > Service and Repair > Page 8316
10. Remove the parking brake actuator (5). 11. Remove the parking brake shoe. Refer to Park
Brake Shoe Replacement. 12. Remove the support plate (2).
Installation Procedure
1. Install the parking brake support plate (7). 2. Install the parking brake shoe. Refer to Park Brake
Shoe Replacement.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the parking brake bracket onto support plate (2).
^ Tighten the parking brake bracket bolts to 10 Nm (89 ft. lbs.).
4. Install the parking brake actuator (5). 5. Install the rear wheel hub. Refer to Wheel Bearing/Hub
Replacement - Rear. 6. Install the parking brake return spring.
7. Install the cable onto the parking brake bracket. 8. Install the cable onto the actuator lever.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Backing Plate >
Component Information > Service and Repair > Page 8317
9. Tighten the nut on the equalizer in order to remove the slack in the cable.
10. Install the brake rotor. Refer to Brake Rotor Replacement (Front) or Brake Rotor Replacement
(Rear). 11. Install the brake caliper bracket. Refer to Brake Caliper Bracket Replacement (Front) or
Brake Caliper Bracket Replacement (Rear) (Rear). 12. Install the brake caliper. Refer to Brake
Caliper Replacement (Front) or Brake Caliper Replacement (Rear). 13. Install the tire and wheel.
Refer to Tire and Wheel Removal and Installation. 14. Lower the vehicle. 15. Adjust the parking
brake. Refer to Park Brake Cable Service/Adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component
Information > Specifications
Parking Brake Cable: Specifications
Park Brake Cable Guide Mounting Bolt ...............................................................................................
.................................................................. 18 ft. lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component
Information > Service and Repair > Park Brake Cable Replacement (Front)
Parking Brake Cable: Service and Repair Park Brake Cable Replacement (Front)
Removal Procedure
1. Remove the left side instrument panel insulator. Refer to Insulator Replacement - IP (Left) in
Instrument Panel, Gauges and Warning Indicators. 2. Remove the left side carpet retainers. Refer
to Carpet Retainer Replacement (Impala) or Carpet Retainer Replacement (Monte Carlo). 3.
Remove the lower center pillar trim panel on the left side. Refer to Trim Panel Replacement -Lower
Center Pillar (Impala). 4. Fold back the carpeting in order to gain access to the parking brake cable.
5. Remove the parking brake cable from the park brake cable guides. 6. Raise and suitably support
the vehicle. Refer to Vehicle Lifting. 7. Remove the parking brake cable at the equalizer. 8. Lower
the vehicle. 9. Remove the cable button end from the parking brake lever clevis.
10. Remove the front cable from the vehicle.
Installation Procedure
1. Install the front cable into the vehicle. 2. Connect the cable to the parking brake
lever.
3. Install the cable button in the lever clevis. 4. Install the cable button assurance clip to the lever
clevis. 5. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component
Information > Service and Repair > Park Brake Cable Replacement (Front) > Page 8323
6. Tighten the nut on the equalizer (2) in order to remove the slack in the cable. 7. Lower the
vehicle. 8. Install the parking brake cable through the park brake cable guides. 9. Position the
carpeting properly.
10. Install the lower center pillar trim panel on the left side. Refer to Trim Panel Replacement Lower Center Pillar (Impala). 11. Install the left side carpet retainers. Refer to Carpet Retainer
Replacement (Impala) or Carpet Retainer Replacement (Monte Carlo). 12. Install the left side
instrument panel insulator. Refer to Insulator Replacement - IP (Left) in Instrument Panel, Gauges
and Warning Indicators. 13. Adjust the parking brake. Refer to Park Brake Cable
Service/Adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component
Information > Service and Repair > Park Brake Cable Replacement (Front) > Page 8324
Parking Brake Cable: Service and Repair Park Brake Cable Replacement (Left/Right Rear)
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Loosen the brake cable at the
equalizer (2) and separate.
3. Remove the parking brake equalizer. 4. Remove the cable from the mounting bracket. 5.
Remove the cable from the actuator lever. 6. Remove the parking brake cable from the vehicle.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component
Information > Service and Repair > Park Brake Cable Replacement (Front) > Page 8325
1. Place the cable in position. 2. Install the cable on the actuator lever. 3. Install the cable on the
mounting bracket. 4. Install the retaining pin.
5. Tighten the nut on the equalizer (2) in order to remove the slack in the cable. 6. Lower the
vehicle. 7. Adjust the parking brake. Refer to Park Brake Cable Service/Adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component
Information > Service and Repair > Park Brake Cable Replacement (Front) > Page 8326
Parking Brake Cable: Service and Repair Park Brake Cable Guide Replacement
Removal Procedure
1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the cable guide
mounting bolt. 3. Remove the cable guide (2).
Installation Procedure
1. Install the cable guide (2).
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the cable guide mounting bolt.
^ Tighten the cable guide mounting bolt to 25 Nm (18 ft. lbs.).
3. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Cable > Component
Information > Service and Repair > Park Brake Cable Replacement (Front) > Page 8327
Parking Brake Cable: Service and Repair Park Brake Cable Service/Adjustment
1. Adjust the rear brake shoe and lining. Refer to Park Brake Shoe Adjustment. 2. Apply and fully
release the parking brake six times. 3. Verify that the parking brake pedal releases completely.
^ Turn ON the ignition. Verify that the BRAKE indicator lamp is off.
^ If the BRAKE indicator lamp is on, ensure that the parking brake pedal is in release mode and
fully returned to stop. Remove the slack in the front parking brake cable by pulling downward on
the cable.
4. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
5. Adjust the parking brake by turning the nut on the equalizer (2) while spinning both rear wheels.
When either rear wheel starts to drag, back off the
nut one full turn.
6. Lower the vehicle to curb height.
Important: If the rear wheels rotate during the following test, adjust the parking brake shoe and
lining. Refer to Park Brake Shoe Adjustment.
7. Apply the parking brake to four clicks. Inspect the rotation of the rear wheels:
^ The wheels should not rotate forward.
^ The wheels should drag or not rotate backward.
8. Release the parking brake. Verify that the wheels rotate freely. 9. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Lever > Component
Information > Specifications
Parking Brake Lever: Specifications
Park Brake Lever Mounting Nuts 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Pedal > Component
Information > Service and Repair
Parking Brake Pedal: Service and Repair
Removal Procedure
1. Remove the driver's side instrument panel insulator. Refer to Insulator Replacement - IP (Left) or
Insulator Replacement - IP (Right) in Instrument
Panel, Gauges and Warning Indicators.
2. Remove the left carpet retainer. Refer to Carpet Retainer Replacement (Impala) or Carpet
Retainer Replacement (Monte Carlo). 3. Pull back the carpet for access. 4. Raise and suitably
support the vehicle. Refer to Vehicle Lifting. 5. Loosen the nut on the parking brake equalizer (2). 6.
Disconnect the front cable from the rear cable at the connector clip. 7. Remove the front cable from
the connector clip. 8. Remove plastic pin in order to remove the front cable clip from the underbody
bracket. 9. Lower the vehicle.
10. Disconnect the electrical connector at the parking brake switch (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Pedal > Component
Information > Service and Repair > Page 8334
11. Remove the three lever nuts from the body mounting studs. 12. Remove the parking brake
pedal with the parking brake cable.
13. Remove the assurance clip from the cable button retainer clevis. 14. Remove the cable button
end from the lever clevis. 15. Remove the parking brake switch, if being replaced.
Installation Procedure
1. Install the parking brake switch, if removed. 2. Install the cable to the parking brake pedal. 3.
Install the cable end to the lever clevis. 4. Install the assurance clip to the cable button retainer
clevis 5. Install the parking brake pedal.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Pedal > Component
Information > Service and Repair > Page 8335
Notice: Refer to Fastener Notice in Service Precautions.
6. Install the parking brake pedal to body mounting nuts.
^ Tighten parking brake pedal mounting nuts to 25 Nm (18 ft. lbs.).
7. Connect the electrical connector at the parking brake switch. 8. Raise and suitably support the
vehicle. Refer to Vehicle Lifting. 9. Feed the cable through the underbody and clip the cable into
the under body bracket.
10. Install the front cable into the connector clip (2). 11. Tighten the parking brake cable at the
equalizer. 12. Lower the vehicle. 13. Position the carpet in place. 14. Install the left carpet retainer.
Refer to Carpet Retainer Replacement (impala) or Carpet Retainer Replacement (Monte Carlo).
15. Install the driver's side insulator panel. Refer to Insulator Replacement - IP (Left) or Insulator
Replacement - IP (Right) in Instrument Panel,
Gauges and Warning Indicators.
16. Adjust the parking brake. Refer to Park Brake Cable Service/Adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Release Switch >
Component Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Release Switch >
Component Information > Locations > Component Locations > Page 8340
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Shoe > Component
Information > Adjustments
Parking Brake Shoe: Adjustments
^ Tools Required J 21177-A Drum-to-Brake Shoe Clearance Gage
1. Remove the brake caliper bracket. Refer to Brake Caliper Bracket Replacement (Front) or Brake
Caliper Bracket Replacement (Rear). 2. Loosen the adjusting nut on the parking brake cable until
the lever is at the rest position. 3. Remove the rotor.
Turn the rotor slowly while pulling the rotor away from the hub.
4. Set the J 21177-A so that the J 21177-A contacts the inside diameter of the rotor (1).
5. Position the J 21177-A over the shoe and lining at the widest point. 6. Turn the adjuster nut until
the shoe and lining (1) just contacts the J 21177-A. 7. Repeat steps two through five for the rotor
on the opposite side.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Shoe > Component
Information > Adjustments > Page 8344
8. Adjust the adjusting nut on the rear parking brake cable. Refer to Park Brake Cable
Service/Adjustment.
9. Install the rotor.
Turn the rotor slowly while sliding the rotor onto the bearing assembly.
10. Tighten the parking brake cable adjusting nut. Refer to Park Brake Cable Service/Adjustment.
11. Install the brake caliper bracket. Refer to Brake Caliper Bracket Replacement (Front) or Brake
Caliper Bracket Replacement (Rear).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Shoe > Component
Information > Adjustments > Page 8345
Parking Brake Shoe: Service and Repair
Removal Procedure
1. Remove the caliper bracket. Refer to Brake Caliper Bracket Replacement (Front) or Brake
Caliper Bracket Replacement (Rear). 2. Remove the rotor. Refer to Brake Rotor Replacement
(Front) or Brake Rotor Replacement (Rear). 3. Remove the rear wheel hub. Refer to Wheel
Bearing/Hub Replacement - Rear. 4. Remove the parking brake actuator (5). Refer to Park Brake
Actuator Replacement 5. Remove the park brake shoe.
Installation Procedure
Important: Ensure that the park brake shoe (1) engages the Park brake actuator.
1. Install shoe and lining.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Shoe > Component
Information > Adjustments > Page 8346
2. Install the rear wheel hub. Refer to Wheel Bearing/Hub Replacement - Rear. 3. Install the
parking brake actuator. Refer to Park Brake Actuator Replacement. 4. Install the rear wheel hub.
Refer to Wheel Bearing/Hub Replacement - Rear. 5. Adjust the rear parking brake shoe. Refer to
Park Brake Cable Service/Adjustment. 6. Install the rotor. Refer to Brake Rotor Replacement
(Front) or Brake Rotor Replacement (Rear). 7. Install the caliper bracket. Refer to Brake Caliper
Bracket Replacement (Front) or Brake Caliper Bracket Replacement (Rear).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Warning Switch >
Component Information > Specifications
Parking Brake Warning Switch: Specifications
Park Brake Indicator Switch Mounting Screw
..................................................................................................................................................... 26
inch lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Parking Brake System > Parking Brake Warning Switch >
Component Information > Specifications > Page 8350
Parking Brake Warning Switch: Service and Repair
Removal Procedure
1. Remove the left side instrument panel insulator. Refer to Insulator Replacement - IP (Left) in
Instrument Panel, Gauges and Warning Indicators. 2. Remove the left carpet retainer and pull
carpet back. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer Replacement
(Monte
Carlo)
3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove
the parking brake indicator switch (1).
Installation Procedure
1. Install the parking brake indicator switch (1).
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the mounting screw.
^ Tighten the mounting screw to 3 Nm (26 inch lbs.).
3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the
left carpet retainer and carpet. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer
Replacement (Monte Carlo). 5. Install the left side instrument panel insulator. Refer to Insulator
Replacement - IP (Left) in Instrument Panel, Gauges and Warning Indicators.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component
Information > Specifications
Vacuum Brake Booster: Specifications
J-22805-01 To Brake Booster Attaching Nuts 18 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component
Information > Service and Repair > Vacuum Brake Booster Replacement
Vacuum Brake Booster: Service and Repair Vacuum Brake Booster Replacement
Removal Procedure
Caution: When replacing the power booster brake, make sure that the cruise control cable is not
routed between the booster and the cowl. If the cable is damaged or pinched, it must be replaced.
Failure to do this could result in personal injury.
Notice: Inspect the locking flanges on booster and mounting plate. Replace the booster and
mounting plate if the locking flanges are bent or damaged.
^ Tools Required J 22805-01 Power Brake Booster Holder
1. Remove the fuel injector sight shield (3.8 Liter engine only).
Important: It is not necessary to undo brake lines from the master cylinder or (If equipped with
ABS) the brake modulator.
2. (If equipped with ABS) Remove the Brake modulator. Refer to Brake Pressure Modulator Valve
(BPMV) Replacement and remove the master
cylinder. Refer to Master Cylinder Replacement.
3. Remove the transmission fluid filler tube. Refer to Fluid Filler Tube Replacement. 4. Remove the
EGR heat shield.
Notice: When disconnecting the pushrod from the brake pedal, the brake pedal must be held
stationary or damage to the brake switch may result.
5. Remove the brake booster pushrod from the brake pedal. Refer to Brake Pedal Replacement.
6. Remove the vacuum hose (2) from the brake booster vacuum check valve (1).
Notice: Refer to Fastener Notice in Service Precautions.
7. Attach the J 22805-01 to the booster (2) using the master cylinder nuts.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component
Information > Service and Repair > Vacuum Brake Booster Replacement > Page 8357
^ Tighten the master cylinder nuts to 25 Nm (18 ft. lbs.).
8. Unlock the booster from the front of the dash. 9. Use a flat bladed tool (4) in order to pry the
locking tab (5) on the booster out of the locking notch (3) on the mounting flange. Do this while
turning the booster counterclockwise with a wrench (1) on the J 22805-01.
Notice: Do not attempt to remove the booster until pushrod is disconnected from the brake pedal.
Important: Do not damage the insulator boot mounted on the front of the dash when pulling the
pushrod eye through the hole.
10. Remove the booster.
Installation Procedure
Notice: Internal components of this booster are not serviceable. The housing must not be unstaked
and separated. Separating the housing will cause permanent deformation, preventing the booster
from holding proper volume.
Notice: Refer to Fastener Notice in Service Precautions.
1. Attach the J 22805-01 to the new booster using the master cylinder nuts.
^ Tighten the master cylinder nuts to 25 Nm (18 ft. lbs.).
Important: Carefully push the pushrod (1) eye through the hole so that you do not damage or
dislodge the insulator boot.
2. Place the booster on the cowl counterclockwise from the final installation position so that the
locking flanges on the booster and on the mounting
engage.
Important: Ensure that the locking tab and the flanges are in the fully engaged position.
3. Turn the booster clockwise (3) with the wrench on the J 22805-01. Do not use a screwdriver in
the locking tab in order to install the booster. When
the booster is correctly installed, the locking tab slides up the flange and snaps in the locking notch.
4. Connect the brake booster pushrod to the brake pedal. Refer to Brake Pedal Replacement.
5. Connect the vacuum hose (2) to the brake booster vacuum check valve (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component
Information > Service and Repair > Vacuum Brake Booster Replacement > Page 8358
6. Install the transmission fluid filler tube. Refer to Fluid Filler Tube Replacement. 7. Install the EGR
heat shield. 8. (If equipped with ABS) Install the brake modulator. Refer to Brake Pressure
Modulator Valve (BPMV) Replacement and Install the master
cylinder. Refer to Master Cylinder Replacement.
9. Install the fuel injector sight shield (3.8 Liter engine only).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster > Component
Information > Service and Repair > Vacuum Brake Booster Replacement > Page 8359
Vacuum Brake Booster: Service and Repair Vacuum Brake Booster Hose Replacement
Removal Procedure
1. Disconnect the vacuum hose (2) from the vacuum brake booster check valve (1). 2. Remove the
fuel injector sight shield. 3. Disconnect the vacuum hose from the intake manifold.
Installation Procedure
1. Connect the vacuum hose to the intake manifold. 2. Install the fuel injector sight shield. 3.
Connect the vacuum hose (2) to vacuum brake booster (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster Check Valve >
Component Information > Service and Repair
Vacuum Brake Booster Check Valve: Service and Repair
Removal Procedure
Important: The vacuum check valve and the grommet may be inspected and serviced without
removing the booster from the vehicle.
1. Disconnect the brake booster vacuum hose (2) at the vacuum check valve (1).
2. Disconnect the brake booster vacuum check valve (2) from the booster (5).
Installation Procedure
1. Connect the brake booster vacuum check valve (2) to the booster (5).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Power Brake Assist > Vacuum Brake Booster Check Valve >
Component Information > Service and Repair > Page 8363
2. Connect the brake booster vacuum hose (2) at the vacuum check valve (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic
Brake Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Electronic Brake Control Module: Customer Interest Tire Inflation Monitor - False Message/Lamp
ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Technical Service Bulletins > Customer Interest for Electronic
Brake Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 8373
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins
for Electronic Brake Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Electronic Brake Control Module: All Technical Service Bulletins Tire Inflation Monitor - False
Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins
for Electronic Brake Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON >
Page 8379
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Technical Service Bulletins > Page 8380
Electronic Brake Control Module: Specifications
Brake Pressure Modulator Valve (BPMV) and Electronic Brake Control Module (EBCM) Assembly
to Mounting Bracket 89 in.lb
Electronic Brake Control Module (EBCM) to Brake Pressure Modulator Valve (BPMV) 44 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Locations > Component Locations > Page 8383
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Diagrams > Electronic Brake Traction Control Module
(EBTCM), C1
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Diagrams > Electronic Brake Traction Control Module
(EBTCM), C1 > Page 8386
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Diagrams > Page 8387
Electronic Brake Control Module: Service and Repair
Removal Procedure
Notice: To prevent equipment damage, never connect or disconnect the wiring harness connection
from the EBCM with the ignition switch in the ON position.
1. Turn the ignition switch to the OFF position. 2. Remove red locking tab from connector lock tab
(1). 3. Push down lock tab (1) and then move sliding connector cover (2) to the open position. 4.
Disconnect the EBCM harness connector. 5. Brush off any dirt/debris that has accumulated on the
assembly.
6. Remove the four EBCM to BPMV screws (1). 7. Separate the EBCM (2) from the BPMV (3) by
gently pulling apart until separated.
Important: Do not pry apart using a tool. Be careful not to damage BPMV surface.
Important: Care must be taken not to damage the solenoid valves when the EBCM is removed from
the BPMV.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Electronic Brake Control Module > Component Information > Diagrams > Page 8388
1. Clean the BPMV surface with alcohol using a clean rag. 2. Install the EBCM (2) to the BPMV (3).
3. Install the four screws (1) that attaches the EBCM (2) to BPMV (3).
Notice: Refer to Fastener Notice in Service Precautions.
^ Tighten the four screws to 5 Nm (44 inch lbs.).
4. Connect the EBCM harness connector. 5. Push down lock tab (1) and then move sliding
connector cover (2) back in the home position to lock. 6. Insert red locking tab back in place. 7.
Turn the ignition switch to the RUN position, do not start engine. 8. Perform the A Diagnostic
System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Traction Control Module > Component Information > Technical Service Bulletins > Customer Interest for Traction Control
Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Traction Control Module: Customer Interest Tire Inflation Monitor - False Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Traction Control Module > Component Information > Technical Service Bulletins > Customer Interest for Traction Control
Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 8397
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Traction Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Traction Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON
Traction Control Module: All Technical Service Bulletins Tire Inflation Monitor - False
Message/Lamp ON
File In Section: 03 - Suspension
Bulletin No.: 01-03-10-008A
Date: February, 2002
TECHNICAL
Subject: False Tire Inflation Monitor System (TIM) Message/Lamp Illumination (Install New
Electronic Brake Traction Control Module - EBTCM)
Models: 1999-2001 Buick Century, Regal
This bulletin is being revised to add additional Existing ECU Part Numbers. Please discard
Corporate Bulletin Number 01-03-1-008 (Section 03-Suspension)
Condition
Some owners may comment on the "Low Tire Pressure" message appearing or illumination of the
"Low Tire" lamp. After checking the vehicle tire pressures, owners have indicated that none of the
tires were found to be under inflated 12 psi (53 kPa) or more in comparison to the other three
assemblies. This condition typically can be duplicated by operating the vehicle over a rough
washboard type road surface.
Correction
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Relays and Modules - Brakes and Traction Control >
Traction Control Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for
Traction Control Module: > 01-03-10-008A > Feb > 02 > Tire Inflation Monitor - False Message/Lamp ON > Page 8403
Replace the existing EBCM/EBTCM with a new component selected from the following table. To
determine the correct part number to order, locate the ECU PN (1) as shown in figure, on the
existing EBCM/EBTCM label. Then refer to the chart to determine the correct service part number.
Follow the applicable SI 2000 service procedure indicated by vehicle year and model.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake
Fluid Level Sensor/Switch > Component Information > Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control > Brake
Fluid Level Sensor/Switch > Component Information > Locations > Page 8408
Brake Fluid Level Sensor/Switch: Service and Repair
Master Cylinder Fluid Level Sensor Replacement (With ABS)
Removal Procedure
1. Disconnect the electrical connector (2) from the fluid level sensor.
2. Remove the fluid level sensor. Use needle nose pliers in order to compress the switch locking
tabs (1) at the side of the master cylinder.
Installation Procedure
1. Install the fluid level sensor until the locking tabs snap into place. 2. Connect the electrical
connector (2) to the fluid level sensor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Parking Brake Release Switch > Component Information > Locations > Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Parking Brake Release Switch > Component Information > Locations > Component Locations > Page 8413
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Parking Brake Warning Switch > Component Information > Specifications
Parking Brake Warning Switch: Specifications
Park Brake Indicator Switch Mounting Screw
..................................................................................................................................................... 26
inch lbs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Parking Brake Warning Switch > Component Information > Specifications > Page 8417
Parking Brake Warning Switch: Service and Repair
Removal Procedure
1. Remove the left side instrument panel insulator. Refer to Insulator Replacement - IP (Left) in
Instrument Panel, Gauges and Warning Indicators. 2. Remove the left carpet retainer and pull
carpet back. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer Replacement
(Monte
Carlo)
3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove
the parking brake indicator switch (1).
Installation Procedure
1. Install the parking brake indicator switch (1).
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the mounting screw.
^ Tighten the mounting screw to 3 Nm (26 inch lbs.).
3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the
left carpet retainer and carpet. Refer to Carpet Retainer Replacement (Impala) or Carpet Retainer
Replacement (Monte Carlo). 5. Install the left side instrument panel insulator. Refer to Insulator
Replacement - IP (Left) in Instrument Panel, Gauges and Warning Indicators.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Component Locations
Traction Control Switch: Component Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Component Locations > Page 8422
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Component Locations > Page 8423
Traction Control Switch: Connector Locations
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Component Locations > Page 8424
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Component Locations > Page 8425
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Page 8426
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Page 8427
Traction Control Switch: Service and Repair
REMOVAL PROCEDURE
1. Apply the parking brake, if equipped with column shift. 2. Position the transaxle shift control
indicator to 1, if equipped with column shift. 3. Adjust the steering wheel for access. 4. Remove the
ignition switch cylinder bezel.
5. Remove the LH instrument panel (IP) fuse block access opening cover. 6. Remove the LH P
cluster trim plate screws. 7. Start at the left side of the P cluster trim plate. Grasp the trim plate and
carefully pull rearward. Disengage enough IP cluster trim plate retainers in
order to easily access the traction control switch.
8. Disconnect the electrical connectors from the traction control switch. 9. Remove the traction
control switch from the IP cluster trim plate.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Traction Control Switch > Component Information > Locations > Page 8428
1. Install the traction control switch to the IP cluster trim plate. 2. Connect the electrical connector
to the traction control switch.
3. Carefully press the IP cluster trim plate into the IP trim pad. Make sure all of the retainers are
fully engaged. 4. Install the LH IP cluster trim plate screws.
Tighten Tighten the IF cluster trim plate screws to 2 N.m (18 lb in).
5. Install the LH instrument panel (IP) fuse block access opening covers.
6. Install the ignition switch cylinder bezel. 7. Return the steering wheel to the original position. 8.
Position the transaxle shift control indicator to Park, if equipped with a column shift. 9. Push to
release the parking brake, if equipped with column shift.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Locations > LF Wheel Speed Sensor
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Locations > LF Wheel Speed Sensor > Page 8433
Wheel Speed Sensor: Locations Wheel Speed Sensor, Rear
In the rear wheel hub(s).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 8436
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 8437
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Diagrams > Wheel Speed Sensor, LF > Page 8438
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front)
Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement (Front)
Removal Procedure
Important: The front wheel speed sensors and rings are integral with the hub and bearing
assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing
assembly. Do not service the harness pigtail individually because the harness pigtail is part of the
sensor. Refer to Front Wheel Drive Shaft Bearing Replacement.
1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the front
tire and wheel assembly. Refer to Tire and Wheel Removal and Installation. 3. Remove the front
wheel speed sensor jumper harness electrical connector (1) from the front wheel speed sensor
connector (3).
4. Remove the hub and bearing assembly (2). Refer to Front Wheel Drive Shaft Bearing
Replacement for removal.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page
8441
1. Install the hub and bearing assembly (2) to the vehicle. Refer to Front Wheel Drive Shaft Bearing
Replacement for installation.
2. Install the front wheel speed sensor jumper harness electrical connector (1) to front wheel speed
sensor connector (3). 3. Install the wheel and tire assembly. Refer to Tire and Wheel Removal and
Installation. 4. Lower the vehicle. 5. Turn the ignition switch to the RUN position with the engine off.
6. Perform the A Diagnostic System Check - ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page
8442
Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement (Rear)
Removal Procedure
Important: The rear wheel speed sensors and rings are integral with the hub and bearing
assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing
assembly. Refer to Wheel Bearing/Hub Replacement - Rear.
1. Raise and support the vehicle on a suitable hoist. Refer to Vehicle Lifting. 2. Remove the rear
tire and wheel assembly. Refer to Tire and Wheel Removal and Installation. 3. Remove the rear
wheel speed sensor electrical connector (1) located next to the rear strut (2).
4. Remove the hub and bearing assembly (1). Refer to Wheel Bearing/Hub Replacement - Rear for
removal.
Installation Procedure
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Brakes and Traction Control > Sensors and Switches - Brakes and Traction Control >
Wheel Speed Sensor > Component Information > Service and Repair > Wheel Speed Sensor Replacement (Front) > Page
8443
1. Install the hub and bearing assembly (1) to the vehicle. Refer to Wheel Bearing/Hub
Replacement - Rear for installation.
2. Install the rear wheel speed sensor electrical connector (1). 3. Install the wheel and tire
assembly. Refer to Tire and Wheel Removal and Installation. 4. Lower the vehicle. 5. Turn the
ignition switch to the RUN position with the engine off. 6. Perform the A Diagnostic System Check ABS.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch >
Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted
Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder - Dash Mounted
IGNITION SWITCH LOCK CYLINDER REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: Perform the body control module (BCM) theft deterrent relearn procedure whenever
you replace the ignition switch lock cylinder. See: Body and Frame/Body Control Systems/Body
Control Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
1. Disconnect the negative battery cable. 2. Remove the instrument panel (I/P) cluster trim plate.
3. Insert the key and turn the ignition lock cylinder to the ON/RUN position. 4. Using a small curved
tool or an L-shaped hex wrench, depress and hold the detent on the ignition lock cylinder. Access
the detent by placing the
tool through the I/P opening to the right of the ignition switch. If you cannot locate the detent with
the tool, lower the ignition switch away from the I/P. Refer to Ignition Switch Replacement.
5. Using the key as an aid, pull to remove the lock cylinder from the switch. 6. Remove the key
from the lock cylinder. 7. If the cylinder does not rotate or is seized, follow the procedure in the
ignition switch replacement. Refer to Ignition Switch Replacement.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch >
Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted > Page 8451
1. Code the ignition lock cylinder, if necessary. Refer to Key and Lock Cylinder Coding. 2. Insert
the key and turn the lock cylinder to the ON/RUN position. 3. Position the lock cylinder to the
ignition switch. Press the cylinder into place. If you turned the key slightly while removing the lock
cylinder, you
may have to align the white colored ignition switch rotor (1) with the lock cylinder (2). You can
rotate the ignition switch rotor (1) with your finger.
4. Turn the key to the OFF position and remove the key. 5. Install the I/P cluster trim plate. 6.
Connect the negative battery cable. 7. If you installed a new lock cylinder, perform the BCM theft
deterrent relearn procedure. See: Body and Frame/Body Control Systems/Body
Control Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Sensors and Switches - Starting and Charging > Ignition Switch >
Ignition Switch Lock Cylinder > Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash
Mounted > Page 8452
Ignition Switch Lock Cylinder: Service and Repair Programming/Learn Procedures
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn Passlock Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/Passlock Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the Passlock Sensor
Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, Passlock
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the Passlock Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the Passlock Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the Passlock Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Jump Starting > System Information > Service
Precautions > Technician Safety Information
Jump Starting: Technician Safety Information
CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure
to follow the correct procedure could cause the following conditions:
- Air bag deployment
- Personal injury
- Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
- Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
- If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
CAUTION: Before servicing any electrical component, the ignition key must be in the OFF or LOCK
position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a
tool or equipment could easily come in contact with a live exposed electrical terminal, also
disconnect the negative battery cable. Failure to follow these precautions may cause personal
injury and/or damage to the vehicle or its components.
CAUTION: Batteries produce explosive gases, contain corrosive acid, and supply levels of
electrical current high enough to cause burns. Therefore, to reduce the risk of personal injury when
working near a battery:
- Always shield your eyes and avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and
thoroughly any contacted areas with water and get medical help.
- Follow each step of the jump starting procedure in order.
- Treat both the booster and the discharged batteries carefully when using the jumper cables.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Jump Starting > System Information > Service
Precautions > Technician Safety Information > Page 8458
Jump Starting: Vehicle Damage Warnings
NOTE: Never operate the starter motor for more than 30 seconds at a time. Allow it to cool for at
least two minutes. Overheating, caused by too much cranking, will damage the starter motor.
NOTE: Do not use the boost, jump start, crank, or an equivalent setting that may be available on
the battery charger for prolonged charging of the battery. Using such settings may damage the
battery due to overheating, excessive gassing, or spewing of electrolyte from the vents.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Jump Starting > System Information > Service
Precautions > Page 8459
Jump Starting: Service and Repair
JUMP STARTING IN CASE OF EMERGENCY
CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply
levels at electrical current high enough to cause burns. Therefore, in order to reduce the risk of
personal injury while working near a battery, observe the following guidelines:
- Always shield your eyes.
- Avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly.
- Get medical help.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
1. Position the vehicle with the booster (charged) battery so that the jumper cables will comfortably
reach.
- Do not let the two vehicles touch.
- Make sure that the jumper cables do not have loose clamps, or missing insulation.
2. Place the automatic transmission in PARK. 3. Set the parking brake. 4. Block the wheels. 5. Turn
off all electrical loads that are not needed (leave the hazard flashers ON). 6. Turn OFF the ignition
switch. 7. Attach the end of one jumper cable to the positive terminal of the booster battery (A1).
8. Open the junction block cover. 9. Attach the other end of the same jumper cable to the junction
block terminal (B2).
10. Attach one end of the remaining jumper cable to the negative terminal of the booster battery
(A3).
NOTE: Do not connect the negative booster cable to the housings of other vehicle electrical
accessories or equipment. The current flow during jump starting may damage such equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Jump Starting > System Information > Service
Precautions > Page 8460
11. Make the final connection of the negative cable to the grounding tab on the generator mounting
bracket, connected directly to the block, away
from the discharged battery (B4).
12. Start the engine of the vehicle that is providing the jump start and turn off all electrical
accessories. 13. Crank the engine of the vehicle with the discharged battery. 14. Reverse the steps
exactly when removing the jumper cables. The negative battery cable must first be disconnected
from the engine that was jump
started.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Negative, Battery Cable > System
Information > Service Precautions > Technician Safety Information
Negative: Technician Safety Information
CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure
to follow the correct procedure could cause the following conditions:
- Air bag deployment
- Personal injury
- Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
- Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
- If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
CAUTION: Before servicing any electrical component, the ignition key must be in the OFF or LOCK
position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a
tool or equipment could easily come in contact with a live exposed electrical terminal, also
disconnect the negative battery cable. Failure to follow these precautions may cause personal
injury and/or damage to the vehicle or its components.
CAUTION: Batteries produce explosive gases, contain corrosive acid, and supply levels of
electrical current high enough to cause burns. Therefore, to reduce the risk of personal injury when
working near a battery:
- Always shield your eyes and avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and
thoroughly any contacted areas with water and get medical help.
- Follow each step of the jump starting procedure in order.
- Treat both the booster and the discharged batteries carefully when using the jumper cables.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Negative, Battery Cable > System
Information > Service Precautions > Technician Safety Information > Page 8466
Negative: Vehicle Damage Warnings
NOTE: Never operate the starter motor for more than 30 seconds at a time. Allow it to cool for at
least two minutes. Overheating, caused by too much cranking, will damage the starter motor.
NOTE: Do not use the boost, jump start, crank, or an equivalent setting that may be available on
the battery charger for prolonged charging of the battery. Using such settings may damage the
battery due to overheating, excessive gassing, or spewing of electrolyte from the vents.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Negative, Battery Cable > System
Information > Service and Repair > Battery Cable Replacement (Negative)
Negative: Service and Repair Battery Cable Replacement (Negative)
REMOVAL PROCEDURE
IMPORTANT: When replacing battery cables be sure to use replacement cables that are the same
type, gauge and length.
1. Disconnect the battery negative cable from the battery. 2. Remove the battery negative cable
bolt and the battery ground negative cable from the frame rail near the underhood accessory wiring
junction
block.
3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General
Information.
4. Remove the transaxle stud nut (3) and disconnect the battery ground negative cable (4) from the
transaxle stud.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Negative, Battery Cable > System
Information > Service and Repair > Battery Cable Replacement (Negative) > Page 8469
5. Remove the battery cable retainers (2,3,4) from the frame. 6. Remove the battery ground
negative cable from the wiring harness conduit.
INSTALLATION PROCEDURE
1. Install the battery ground negative cable into the wiring harness conduit. 2. Install the battery
cable retainers (2,3,4) to the frame.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install the battery ground negative cable (4) and the transaxle stud nut (3) to the transaxle stud.
Tighten Tighten the transaxle stud nut (3) to 25 N.m (18 lb ft).
4. Lower the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Negative, Battery Cable > System
Information > Service and Repair > Battery Cable Replacement (Negative) > Page 8470
5. Connect the battery ground negative cable and the battery negative cable bolt to the frame rail
near the underhood accessory wiring junction block.
Tighten Tighten the battery negative cable bolt to 8 N.m (71 lb in).
6. Connect the battery negative cable to the battery.
Tighten Tighten the battery negative cable terminal bolt to 15 N.m (11 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Negative, Battery Cable > System
Information > Service and Repair > Battery Cable Replacement (Negative) > Page 8471
Negative: Service and Repair Battery Negative Cable Disconnect/Connect Procedure
REMOVAL PROCEDURE
CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure
to follow the correct procedure could cause the following conditions:
- Air bag deployment
- Personal injury
- Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
- Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
- If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
CAUTION: Before servicing any electrical component, the ignition key must be in the OFF or LOCK
position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a
tool or equipment could easily come in contact with a live exposed electrical terminal, also
disconnect the negative battery cable. Failure to follow these precautions may cause personal
injury and/or damage to the vehicle or its components.
1. Record all of the vehicle preset radio stations. 2. Turn OFF all the lamps and the accessories. 3.
Make sure the ignition switch is in the OFF position.
4. Disconnect the battery negative cable from the battery.
INSTALLATION PROCEDURE
NOTE: Refer to Fastener Notice in Service Precautions.
IMPORTANT: Clean any existing oxidation from the contact face of the battery terminal and battery
cable using a wire brush before installing the battery cable to the battery terminal.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Negative, Battery Cable > System
Information > Service and Repair > Battery Cable Replacement (Negative) > Page 8472
1. Connect the battery negative cable to the battery.
Tighten Tighten the battery negative terminal bolt to 15 N.m (11 lb ft).
2. Program the radio stations back into the radio as recorded at the beginning of the procedure. 3.
Set the clock to the current time.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System
Information > Service Precautions > Technician Safety Information
Positive: Technician Safety Information
CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure
to follow the correct procedure could cause the following conditions:
- Air bag deployment
- Personal injury
- Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
- Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
- If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
CAUTION: Before servicing any electrical component, the ignition key must be in the OFF or LOCK
position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a
tool or equipment could easily come in contact with a live exposed electrical terminal, also
disconnect the negative battery cable. Failure to follow these precautions may cause personal
injury and/or damage to the vehicle or its components.
CAUTION: Batteries produce explosive gases, contain corrosive acid, and supply levels of
electrical current high enough to cause burns. Therefore, to reduce the risk of personal injury when
working near a battery:
- Always shield your eyes and avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and
thoroughly any contacted areas with water and get medical help.
- Follow each step of the jump starting procedure in order.
- Treat both the booster and the discharged batteries carefully when using the jumper cables.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System
Information > Service Precautions > Technician Safety Information > Page 8477
Positive: Vehicle Damage Warnings
NOTE: Never operate the starter motor for more than 30 seconds at a time. Allow it to cool for at
least two minutes. Overheating, caused by too much cranking, will damage the starter motor.
NOTE: Do not use the boost, jump start, crank, or an equivalent setting that may be available on
the battery charger for prolonged charging of the battery. Using such settings may damage the
battery due to overheating, excessive gassing, or spewing of electrolyte from the vents.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System
Information > Service Precautions > Page 8478
Positive: Service and Repair
BATTERY CABLE REPLACEMENT (POSITIVE)
REMOVAL PROCEDURE
IMPORTANT: When replacing battery cables be sure to use replacement cables that are the same
type, gauge and length.
1. Disconnect the battery negative cable from the battery. 2. Disconnect the battery positive cable
from the battery.
3. Remove the remote positive stud cover.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Battery > Battery Cable > Positive, Battery Cable > System
Information > Service Precautions > Page 8479
4. Remove the battery positive cable junction block lead nut (1) and disconnect the battery positive
cable (2) from the underhood accessory wiring
junction block.
5. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General
Information. 6. Remove the battery positive cable nut (8) and disconnect the battery positive cable
(9) from the starter motor BAT terminal.
7. Remove the battery cable retainers (2,3,4) from the frame. 8. Remove the battery positive cable
from the wiring harness conduit.
INSTALLATION PROCEDURE
1. Install the battery positive cable into the wiring harness conduit. 2. Install the battery cable
retainers (2,3,4) to the frame.
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3. Install the battery positive cable (9) to the starter motor BAT terminal.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Install the starter motor BAT terminal nut (8).
Tighten Tighten the starter motor switch BAT terminal nut (8) to 10 N.m (89 lb in).
5. Lower the vehicle.
6. Install the battery positive cable (2) and the battery positive cable junction block lead nut (1) to
the underhood accessory wiring junction block.
Tighten Tighten the battery positive cable junction block lead nut (1) to 15 N.m (11 lb ft).
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7. Install the remote positive stud cover.
8. Install the batter positive cable to the battery.
Tighten Tighten the battery positive cable terminal bolt to 15 N.m (11 lb ft).
9. Connect the battery negative cable to the battery.
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Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information >
Technical Service Bulletins > Warranty - Generator Replacement
Alternator: Technical Service Bulletins Warranty - Generator Replacement
File In Section: 06 - Engine/Propulsion System
Bulletin No.: 99-06-03-011
Date: October, 1999
Subject: CS-144 Generator Replacement
Models: 1998-2000 Passenger Cars and Trucks
Beginning with the 1998 model year, General Motors stopped releasing internal repair components
for the CS-144 Generator.
GM warranty procedures require the replacement of the CS-144 generator. The generator unit
repair procedures found in the past model Service Manuals should not be used.
Use of non-GM repair parts for warranty repairs is not approved or recommended. Therefore,
warranty labor claims for CS-144 generator rebuilds in the field for 1998 and newer vehicles will not
be accepted.
Service parts which may be available through GM for past model years, which appear to fit, should
not be used. The use of correct parts is essential for proper performance of the generator.
This policy change was instituted by GM to provide the best service and warranty experience for
our customers.
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Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information >
Specifications > Electrical Specifications
Alternator: Electrical Specifications
Generator Model Bosch NCB1
Rated Output 125 A
Load Test Output 87.5 A
Generator Model Delphi CS 130D
Rated Output 102 A
Load Test Output 70 A
Voltage
Voltage
Charging Voltage 13-16 Volts
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Specifications > Electrical Specifications > Page 8489
Alternator: Mechanical Specifications
Generator Pulley Shaft Nut 100 Nm
Generator Bolt (Long) 50 Nm
Generator Bolt (Short) 50 Nm
Generator Output BAT Terminal Nut 20 Nm
Generator Pivot Bolt 50 Nm
Generator Rear Brace Nut 25 Nm
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Specifications > Page 8490
Alternator: Locations
Locations View
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Specifications > Page 8491
Locations View
Top of the RH side of the engine.
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Diagrams > Diagram Information and Instructions
Alternator: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Diagrams > Diagram Information and Instructions > Page 8494
Electrical Symbols (Part 1 Of 4)
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Diagrams > Diagram Information and Instructions > Page 8495
Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Alternator: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
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12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
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Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
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5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
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This service manual uses various symbols in order to describe different service operations.
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Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
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Equivalents - Decimal And Metric (Part 1 Of 2)
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Equivalents - Decimal And Metric (Part 2 Of 2)
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Generator
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Service
Precautions > Technician Safety Information
Alternator: Technician Safety Information
CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure
to follow the correct procedure could cause the following conditions:
- Air bag deployment
- Personal injury
- Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
- Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
- If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
CAUTION: Before servicing any electrical component, the ignition key must be in the OFF or LOCK
position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a
tool or equipment could easily come in contact with a live exposed electrical terminal, also
disconnect the negative battery cable. Failure to follow these precautions may cause personal
injury and/or damage to the vehicle or its components.
CAUTION: Batteries produce explosive gases, contain corrosive acid, and supply levels of
electrical current high enough to cause burns. Therefore, to reduce the risk of personal injury when
working near a battery:
- Always shield your eyes and avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and
thoroughly any contacted areas with water and get medical help.
- Follow each step of the jump starting procedure in order.
- Treat both the booster and the discharged batteries carefully when using the jumper cables.
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Precautions > Technician Safety Information > Page 8523
Alternator: Vehicle Damage Warnings
NOTE: Never operate the starter motor for more than 30 seconds at a time. Allow it to cool for at
least two minutes. Overheating, caused by too much cranking, will damage the starter motor.
NOTE: Do not use the boost, jump start, crank, or an equivalent setting that may be available on
the battery charger for prolonged charging of the battery. Using such settings may damage the
battery due to overheating, excessive gassing, or spewing of electrolyte from the vents.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
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Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Service
and Repair > Generator Replacement
Alternator: Service and Repair Generator Replacement
REMOVAL PROCEDURE
The Delphi CS130D (K43) 102 ampere generator is serviced as a complete unit only. 1. Disconnect
the battery ground (negative) cable. 2. Remove the engine compartment cross vehicle brace. 3.
Remove the drive belt from the generator. 4. Place the coolant recovery reservoir aside for access.
Refer to Coolant Recovery Reservoir Replacement in Engine Cooling.
5. Remove the bolts (1,2,3) from the generator. 6. Disconnect the electrical connector from the
generator. 7. Position aside the protective boot from the generator output BAT terminal. 8. Remove
the generator output BAT terminal nut and disconnect the battery (positive) lead from the
generator. 9. Remove the generator.
INSTALLATION PROCEDURE
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and Repair > Generator Replacement > Page 8526
1. Position the generator to the engine.
NOTE: Refer to Fastener Notice in Service Precautions.
2. Install the battery (positive) lead and the generator output BAT terminal nut.
Tighten Tighten the generator output BAT terminal nut to 20 N.m (15 lb ft).
3. Press the protective boot on to the generator output BAT terminal. 4. Install the electrical
connector to the generator. 5. Install the generator bolt (2) and generator bolt (3) through the holes
on the generator and finger start the bolts. Do not tighten the bolts. 6. Install the generator pivot
bolt (1) through the generator and finger start the bolts. Do not tighten the bolt. 7. Tighten the
generator bolts in the order described. The following is a mandatory torque sequence:
7.1.Tighten Tighten the generator pivot bolt (1) to 50 N.m (37 lb ft).
7.2.Tighten Tighten the generator bolt (2) to 50 N.m (37 lb ft).
7.3.Tighten Tighten the generator bolt (3) to 50 N.m (37 lb ft).
8. Install the coolant recovery reservoir. 9. Install the drive belt.
10. Install the engine compartment cross brace. 11. Connect the battery ground (negative) cable.
For a description of the RPO Code(s) shown in this article/images refer to the RPO Code List found
at Vehicle/Application ID. See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Service
and Repair > Generator Replacement > Page 8527
Alternator: Service and Repair Generator Bracket Replacement
REMOVAL PROCEDURE
1. Disconnect the battery negative cable from the battery. 2. Remove the generator.
3. Remove the generator bracket bolts. 4. Remove the generator bracket. 5. Remove engine lift
hook.
INSTALLATION PROCEDURE
1. Install engine lift hook.
2. Install the generator bracket to the engine.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install and finger tighten the generator bracket bolts. 4. Tighten the generator bracket bolts to 50
N.m (37 lb ft). 5. Install the generator. 6. Connect the battery negative cable to the battery.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Service
and Repair > Generator Replacement > Page 8528
Alternator: Service and Repair Generator Brace Replacement
REMOVAL PROCEDURE
1. Loosen the generator pivot bolt (1). 2. Remove the generator rear brace nut (4). 3. Remove the
generator rear brace.
INSTALLATION PROCEDURE
1. Install the generator rear brace. 2. Install the generator pivot bolt (1) finger tight.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Charging System > Alternator > Component Information > Service
and Repair > Generator Replacement > Page 8529
3. Install the generator rear brace nut (4) finger tight.
NOTE: Refer to Fastener Notice in Service Precautions.
4. Tighten the generator bolt and nut as described:
Tighten 4.1. Tighten the generator pivot bolt (1) to 50 N.m (37 lb ft). 4.2. Tighten the generator rear
brace nut (4) to 25 N.m (18 lb ft).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder >
Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash Mounted
Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder - Dash Mounted
IGNITION SWITCH LOCK CYLINDER REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: Perform the body control module (BCM) theft deterrent relearn procedure whenever
you replace the ignition switch lock cylinder. See: Body and Frame/Body Control Systems/Body
Control Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
1. Disconnect the negative battery cable. 2. Remove the instrument panel (I/P) cluster trim plate.
3. Insert the key and turn the ignition lock cylinder to the ON/RUN position. 4. Using a small curved
tool or an L-shaped hex wrench, depress and hold the detent on the ignition lock cylinder. Access
the detent by placing the
tool through the I/P opening to the right of the ignition switch. If you cannot locate the detent with
the tool, lower the ignition switch away from the I/P. Refer to Ignition Switch Replacement.
5. Using the key as an aid, pull to remove the lock cylinder from the switch. 6. Remove the key
from the lock cylinder. 7. If the cylinder does not rotate or is seized, follow the procedure in the
ignition switch replacement. Refer to Ignition Switch Replacement.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder >
Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash Mounted > Page 8536
1. Code the ignition lock cylinder, if necessary. Refer to Key and Lock Cylinder Coding. 2. Insert
the key and turn the lock cylinder to the ON/RUN position. 3. Position the lock cylinder to the
ignition switch. Press the cylinder into place. If you turned the key slightly while removing the lock
cylinder, you
may have to align the white colored ignition switch rotor (1) with the lock cylinder (2). You can
rotate the ignition switch rotor (1) with your finger.
4. Turn the key to the OFF position and remove the key. 5. Install the I/P cluster trim plate. 6.
Connect the negative battery cable. 7. If you installed a new lock cylinder, perform the BCM theft
deterrent relearn procedure. See: Body and Frame/Body Control Systems/Body
Control Module/Service and Repair/Procedures/Body Control Module (BCM) Programming/RPO
Configuration
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Ignition Switch > Ignition Switch Lock Cylinder >
Component Information > Service and Repair > Ignition Switch Lock Cylinder - Dash Mounted > Page 8537
Ignition Switch Lock Cylinder: Service and Repair Programming/Learn Procedures
Programming Replacement Lock Cylinder, BCM or PCM
IMPORTANT: Reprogram the body control module (BCM) with the proper RPO configurations
before you perform the learn procedures.
When you replace the BCM, the module will learn Passlock Sensor Data Code immediately.
However, the existing PCM must learn the new fuel continue password.
When you replace a PCM, after programming, these modules will learn the incoming fuel continue
password immediately upon receipt of a password message. Once a password message is
received, and a password is learned, perform the learn procedure again if you want to change this
password. A PCM which was previously installed in another vehicle will have learned the other
vehicle's fuel continue password, and will require a learn procedure after programming in order to
learn the current vehicle's password.
10 Minute Re-Learn Procedure Use this procedure after replacing any of the following components:
1. Lock Cylinders/Passlock Sensors 2. BCM 3. PCM
Tech 2 Programming Procedure Use the following procedures in order to program the BCM with
the Tech 2 equipment. 1. Connect the Tech 2 Diagnostic tool. 2. Select Request Information under
Service Programming. 3. Disconnect the Tech 2 from the vehicle and connect it to a Techline
Terminal. 4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and connect the Tech 2 to the vehicle. 6. Turn
ON the ignition, with the engine OFF. 7. Select VTD Re-Learn under Service Programming. 8. At
this point you may disconnect the Tech 2, the Tech 2 is no longer required. 9. Observe the Security
telltale, after approximately 10 minutes the telltale will turn OFF. The vehicle is now ready to
relearn the Passlock Sensor
Data Code and/or passwords on the next ignition switch transition from OFF to CRANK.
10. Turn OFF the ignition, and wait 5 seconds. 11. Start the engine. (The vehicle has now learned
keys). 12. Using a scan tool, clear any DTCs.
30 Minute Re-Learn Procedure Use this procedure after replacing lock cylinders, Passlock
Module/BCM or the PCM (if necessary - see note above). 1. Turn ON the ignition, with the engine
OFF. 2. Attempt to start the engine, then release the key to ON (The vehicle will not start). 3.
Observe the Security telltale, after approximately 10 minutes the telltale will turn OFF. 4. Turn OFF
the ignition, and wait 5 seconds. 5. Repeat steps 1-4 two more times, for a total of 3 cycles and 30
minutes. The vehicle is now ready to relearn the Passlock Sensor Data Code
and/or passwords on the next ignition switch transition from OFF to CRANK.
IMPORTANT: The vehicle learns the Passlock Sensor Data Code and/or passwords on the next
ignition switch transition from OFF to CRANK. You must turn the ignition OFF before attempting to
start the vehicle.
6. Start the engine. (The vehicle has now learned the Passlock Sensor Data Code and/or
password.) 7. Using a scan tool, clear any DTCs.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical
Service Bulletins > Locks - Key Code Security Rules and Information
Key: Technical Service Bulletins Locks - Key Code Security Rules and Information
INFORMATION
Bulletin No.: 10-00-89-010
Date: May 27, 2010
Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada
Only)
Models:
2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior
Saturn and Saab 2002 and Prior Isuzu
Attention:
This bulletin has been created to address potential issues and questions regarding KeyCode
security. This bulletin should be read by all parties involved in KeyCode activity, including dealer
operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin
should be printed and maintained in the parts department for use as a reference.
Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009.
Where Are Key Codes Located?
General Motors provides access to KeyCodes through three sources when a vehicle is delivered to
a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a
small white bar coded tag sent with most new vehicles that also has the key code printed on it.
Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed
on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code
Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers.
The third source for Key codes is through the GM KeyCode Look-Up feature within the
OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model
years from the current model year.
When a vehicle is received by the dealership, care should be taken to safeguard the original
vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have
access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been
completed, the KeyCode information belongs to the customer and General Motors.
Tip
Only the original invoice contains key code information, a re-printed invoice does not.
GM KeyCode Look-Up Application for GM of Canada Dealers
All dealers should review the General Motors of Canada KeyCode Look-Up Policies and
Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates &
keys").
Please note that the KeyCode Access site is restricted. Only authorized users should be using this
application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently
goes back 17 years from current model year.
Important notes about security:
- Users may not access the system from multiple computers simultaneously.
- Users may only request one KeyCode at a time.
- KeyCode information will only be available on the screen for 2 minutes.
- Each user is personally responsible for maintaining and protecting their password.
- Never share your password with others.
- User Id's are suspended after 6 consecutive failed attempts.
- User Id's are disabled if not used for 90 days.
- Processes must be in place for regular dealership reviews.
- The Parts Manager (or assigned management) must have processes in place for employee
termination or life change events. Upon termination individuals access must be turned off
immediately and access should be re-evaluated upon any position changes within the dealership.
- If you think your password or ID security has been breached, contact Dealer Systems Support at
1-800-265-0573.
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Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical
Service Bulletins > Locks - Key Code Security Rules and Information > Page 8542
Each user will be required to accept the following agreement each time the KeyCode application is
used.
Key Code User Agreement
- Key codes are proprietary information belonging to General Motors Corporation and to the vehicle
owner.
- Unauthorized access to, or use of, key code information is unlawful and may subject the user to
criminal and civil penalties.
- This information should be treated as strictly confidential and should not be disclosed to anyone
unless authorized.
I will ensure that the following information is obtained prior to releasing any Key Code information:
1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership.
Registration should have normal markings from the Province that issued the registration and
possibly the
receipt for payment recorded as well.
Important
- GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving
out key codes.
- When the ownership of the vehicle is in doubt, dealership personnel should not provide the
information.
Key code requests should never be received via a fax or the internet and key codes should never
be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the
expected manner that dealers will use to release a key code or as otherwise stipulated in this
bulletin or other materials.
- Key codes should NEVER be sent via a fax or the internet.
- Each Dealership should create a permanent file to document all KeyCode Look Up transactions.
Requests should be filed by VIN and in each folder retain copies of the following:
- Government issued picture ID (Drivers License)
- Registration or other proof of ownership.
- Copy of the paid customer receipt which has the name of the employee who cut and sold the key
to the customer.
- Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up
to either GM or law enforcement officials.
- Dealership Management has the ability to review all KeyCode Look-Up transactions.
- Dealership KeyCode documentation must be retained for two years.
Frequently Asked Questions (FAQs) for GM of Canada Dealers
How do I request a KeyCode for customer owned vehicle that is not registered?
Scrapped, salvaged or stored vehicles that do not have a current registration should still have the
ownership verified by requesting the vehicle title, current insurance policy and / or current lien
holder information from the customers financing source. If you cannot determine if the customer is
the owner of the vehicle, do not provide the key code information. In these cases, a short
description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on
file. Any clarifying explanation should be entered into the comments field.
How do I document a KeyCode request for a vehicle that is being repossessed?
The repossessor must document ownership of the vehicle by providing a court ordered
repossession order and lien-holder documents prior to providing key code information. Copies of
the repossessors Drivers License and a business card should be retained by the dealership for
documentation.
What do I do if the registration information is locked in the vehicle?
Every effort should be made to obtain complete information for each request. Each Dealership will
have to decide on a case by case basis if enough information is available to verify the customer's
ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and
or current lien information from the customers financing source. Dealership Management must be
involved in any request without complete information. If you cannot determine if the customer is the
owner of the vehicle, do not provide the key code information.
Can I get a print out of the information on the screen?
It is important to note that the Key Code Look Up Search Results contain sensitive and/or
proprietary information. For this reason GM recommends against printing it. If the Search Results
must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper
or illegal use.
Who in the dealership has access to the KeyCode application?
Dealership Parts Manager (or assigned management) will determine, and control, who is
authorized to access the KeyCode Look Up application. However, we anticipate that dealership
parts and service management will be the primary users of the application. The KeyCode Look Up
application automatically tracks each user activity session. Information tracked by the system
includes: User name, User ID, all other entered data and the date/time of access.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical
Service Bulletins > Locks - Key Code Security Rules and Information > Page 8543
What if I input the VIN incorrectly?
If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN
or that the VIN has been entered incorrectly) the system will return an error message.
If I am an authorized user for the KeyCode application, can I access the application from home?
Yes.
What if I suspect key code misuse?
Your dealership should communicate the proper procedures for requesting key codes. Any
suspicious activity either within the dealership or externally should be reported to Dealer Systems
Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892.
Whose key codes can I access through the system?
At this time the following Canadian vehicle codes are available through the system: Chevrolet,
Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu
(up to 2002 model year) for a maximum of 17 model years.
What should I do if I enter a valid VIN and the system does not produce any key code information?
Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This
may be the result of new vehicle information not yet available. In addition, older vehicle information
may have been sent to an archive status. If you do not receive a key code returned for valid VIN,
you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892.
How do I access KeyCodes if the KeyCode Look-up system is down?
If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling
dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at
1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have
the customer contact Roadside assistance, OnStar if subscribed, or 911.
What should I do if the KeyCode from the look-up system does not work on the vehicle?
On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In
cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting
equipment that the key has been cut correctly. If the key has been cut correctly you may be able to
verify the proper KeyCode was given through the original selling dealer. When unable to verify the
KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at
1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock
cylinder may have been changed. In these situations following the proper SI document for recoding
a key or replacing the lock cylinder may be necessary.
How long do I have to keep KeyCode Records?
Dealership KeyCode documentation must be retained for two years.
Can I get a KeyCode changed in the Look-Up system?
Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed.
Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892.
What information do I need before I can provide a driver of a company fleet vehicle Keys or
KeyCode information?
The dealership should have a copy of the individual's driver's license, proof of employment and
registration. If there is any question as to the customer's employment by the fleet company, the
dealer should attempt to contact the fleet company for verification. If there is not enough
information to determine ownership and employment, this information should not be provided.
How do I document a request from an Independent Repair facility for a KeyCode or Key?
The independent must provide a copy of their driver's license, proof of employment and signed
copy of the repair order for that repair facility. The repair order must include customer's name,
address, VIN, city, province and license plate number. Copies of this information must be included
in your dealer KeyCode file.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Key > Component Information > Technical
Service Bulletins > Locks - Key Code Security Rules and Information > Page 8544
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Specifications > Fastener Tightening Specifications
Starter Motor: Specifications
Starter Bolt(s) 43 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Specifications > Fastener Tightening Specifications > Page 8549
Starter Motor: Specifications
LA1 PG260 F1
L36 PG260 F2
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Specifications > Page 8550
Starter Motor: Locations
Lower front of the engine.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions
Starter Motor: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8553
Electrical Symbols (Part 1 Of 4)
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Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8554
Electrical Symbols (Part 2 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8555
Electrical Symbols (Part 3 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8556
Electrical Symbols (Part 4 Of 4)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8557
Starter Motor: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8558
Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Diagrams > Diagram Information and Instructions > Page 8559
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
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SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal position assurance (TPA) insert resembles the
plastic combs used in the control module connectors. The TPA keeps the terminal securely seated
in the connector body. Do not remove the TPA from the connector body unless you remove a
terminal for replacement.
SIR/SRS Wire Pigtail Repair
IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails.
A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail
is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering
wheel module coil is an example of a pigtail component.
SIR/SRS Wire Repair
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
IMPORTANT: Refer to Wiring Repairs in Diagrams in order to determine the correct wire size for
the circuit you are repairing. You must obtain this information in order to ensure circuit integrity.
If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the
same gauge size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool
from the J 38125-B. Use the following wiring repair procedures in order to ensure the integrity of
the sealed splice.
IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure
if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact.
1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness
in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming
together.
2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to
change the location of a splice.
Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices,
harness branches, or connectors.
3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
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^ Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size.
- Use an AWG wire gauge.
- If you are unsure of the wire size, begin with the largest opening in the wire stripper and work
down until achieving a clean strip of the insulation.
^ Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced.
^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.
4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the
beginning of the repair procedure for the color
coding of the splice sleeves and the crimp tool nests.
5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper
color nest of the Splice Crimp Tool.
6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the
barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper
handles slightly in order to firmly hold the splice sleeve in the proper nest.
7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the
handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice
sleeve. Repeat steps 4 and 5 for the opposite end of the splice.
9. Using the heat torch, apply heat to the crimped area of the barrel.
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10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED
J 38215-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^ The wire's insulation must have the same or higher temperature rating. Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact. 4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced.
5. Select the proper clip to secure the splice. Follow the instructions in the J 38215-B Terminal
Repair Kit in order to determine the proper clip size
crimp tool and anvil.
6. Overlap the two stripped wire ends and hold them between thumb and forefinger.
7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.
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Diagrams > Diagram Information and Instructions > Page 8568
8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool
closes. Ensure that no strands of wire are cut.
10. Crimp the splice on each end (2).
11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's
instructions for the solder equipment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8569
12. Tape the splice Roll on enough tape in order to duplicate the thickness of the insulation on the
existing wires.
13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another
harness covering. Use a winding motion in order to
cover the first piece of tape.
Splicing Copper Wire Using Splice Sleeves
Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except
tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special
requirements such as moisture sealing. Follow the instructions below in order to splice copper wire
using crimp and seal splice sleeves.
Crimp And Seal Splice Table
Crimp and Seal Splice Table
TOOLS REQUIRED
J 38125-B Terminal Repair Kit
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.
2. Cut the wire.
^ Cut as little wire off the harness as possible.
^ Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and
connectors. This helps prevent moisture from bridging adjacent splices and causing damage.
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Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8570
3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^ The wire's insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures.
- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.
IMPORTANT: Use Cross-linked polyethylene wire to replace PVC, but do not replace cross-linked
polyethylene with PVC.
Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the
possibility of fuel contact.
4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^ Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1).
5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal
Splice Table. 6. Place the nest tool in the J 38125 crimp tool. 7. Place the splice sleeve in the crimp
tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly
in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the
splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the
barrel in order to prevent
the wire from passing through the splice (3).
10. Close the handles of the J 38125 until the crimper handles open when released. The crimper
handles will not open until the proper amount of
pressure is applied to the splice sleeve.
11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^ Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation.
- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is
achieved.
Splicing Inline Harness Diodes
Many vehicle electrical systems use a diode to isolate circuits and protect the components from
voltage spikes. When installing a new diode use the following procedure.
1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.
2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow
direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable
soldering tool.
IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the
connector to prevent damage from the soldering tool.
5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not
remove any more than is needed to attach the
new diode.
6. Check current flow direction of the new diode, being sure to install the diode with correct bias.
Reference the appropriate service manual wiring
schematic to obtain the correct diode installation position.
7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some
heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for
the soldering equipment.
8. Reinstall terminal(s) into the connector body if previously removed 9. Tape the diode to the
harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire
and diode attachment points with tape.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8571
Splicing Twisted or Shielded Cable
Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable
of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and
other applications where low level, sensitive signals must be carried. Follow the instructions below
in order to repair the twisted/shielded cable.
1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap
the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the
splice is made.
3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire.
Staggering the splices by 65 mm is recommended
4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.
^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.
IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical
contact with the drain wire.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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Diagrams > Diagram Information and Instructions > Page 8572
Wire Size Conversion Table
Flat Wire Repairs
NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists
within the flex wiring harness the complete harness must be replaced.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair push to seat connectors.
1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA)
device, and/or the secondary lock. 2. Separate the connector halves (1).
3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable
and the terminal (2) out of the back of the connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8573
5. Re-form the locking device it you are going to reuse the terminal (1). 6. To repair the terminal,
refer to Terminal Repair.
TERMINAL REPAIR
1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible 3.
Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire 5. Crimp a
new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward
the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the
passenger compartment, apply grease to the connector.
REINSTALLING TERMINAL
1. In order to reuse a terminal or lead assembly.
Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the
back until it catches. 4. Install the TPA, CPA and/or the secondary locks.
Terminal Position Assurance (TPA)
The Terminal Position Assurance (TPA) insert resembles the plastic combs used in the control
module connectors. The TPA keeps the terminal securely seated in the connector body. Do not
remove the TPA from the connector body unless you remove a terminal for replacement.
Weather Pack Connectors
The following is the proper procedure for the repair of Weather Pack(R) Connectors.
^ Separate the connector halves (1).
^ Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the
connector (1).
^ Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.
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Diagrams > Diagram Information and Instructions > Page 8574
^ Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector
cavity until it rests on the cavity shoulder (1).
^ Gently pull on the wire to remove the terminal through the back of the connector (2).
IMPORTANT: Never use force to remove a terminal from a connector.
^ Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing
Connector Terminals.
^ Reform the lock tang (2) and reset terminal in connector body.
^ Close secondary locks and join connector halves.
^ Verify that circuit is complete and working satisfactorily.
^ Perform system check.
Repairing Connector Terminals
Use the following repair procedures in order to repair the following:
^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals
Some terminals do not require all of the steps shown. Skip the steps that do not apply for your
immediate terminal repair. The J 38125-B Terminal Repair Kit contains further information.
1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For
Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gauge size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation
removal.
3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the
cable insulation. 5. Position the strip in the terminal.
For Weather Pack(R) terminals, position the strip and seal in the terminal.
6. Hand crimp the core wings. 7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.
8. Solder all of the hand crimp terminals.
Arrows and Symbols
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8575
This service manual uses various symbols in order to describe different service operations.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8576
Conversion - English/Metric
Diagnostic Work Sheets
The GM Diagnostic Worksheet has been designed to improve communications between the
service customer and the technician. The diagnostic worksheet can provide the technician with
more information than the conventional repair order, since it is filled out by the service customer.
The GM Diagnostic Worksheets are available to you at no cost. GM Service Bulletin 58-01-01 has
information on how to order this diagnostic worksheet.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8577
Equivalents - Decimal And Metric (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Diagrams > Diagram Information and Instructions > Page 8578
Equivalents - Decimal And Metric (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Service Precautions > Technician Safety Information
Starter Motor: Technician Safety Information
CAUTION: This vehicle is equipped with a Supplemental Inflatable Restraint (SIR) System. Failure
to follow the correct procedure could cause the following conditions:
- Air bag deployment
- Personal injury
- Unnecessary SIR system repairs
In order to avoid the above conditions, observe the following guidelines:
- Refer to SIR Component Views in order to determine if you are performing service on or near the
SIR components or the SIR wiring.
- If you are performing service on or near the SIR components or the SIR wiring, disable the SIR
system. Refer to Disabling the SIR System in SIR.
CAUTION: Before servicing any electrical component, the ignition key must be in the OFF or LOCK
position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a
tool or equipment could easily come in contact with a live exposed electrical terminal, also
disconnect the negative battery cable. Failure to follow these precautions may cause personal
injury and/or damage to the vehicle or its components.
CAUTION: Batteries produce explosive gases, contain corrosive acid, and supply levels of
electrical current high enough to cause burns. Therefore, to reduce the risk of personal injury when
working near a battery:
- Always shield your eyes and avoid leaning over the battery whenever possible.
- Do not expose the battery to open flames or sparks.
- Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and
thoroughly any contacted areas with water and get medical help.
- Follow each step of the jump starting procedure in order.
- Treat both the booster and the discharged batteries carefully when using the jumper cables.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Service Precautions > Technician Safety Information > Page 8581
Starter Motor: Vehicle Damage Warnings
NOTE: Never operate the starter motor for more than 30 seconds at a time. Allow it to cool for at
least two minutes. Overheating, caused by too much cranking, will damage the starter motor.
NOTE: Do not use the boost, jump start, crank, or an equivalent setting that may be available on
the battery charger for prolonged charging of the battery. Using such settings may damage the
battery due to overheating, excessive gassing, or spewing of electrolyte from the vents.
NOTE: This vehicle has a 12 Volt, negative ground electrical system. Make sure the vehicle or
equipment being used to jump start the engine is also 12 Volt, negative ground. Use of any other
type of system will damage the vehicle's electrical components.
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Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Service Precautions > Page 8582
Starter Motor: Service and Repair
STARTER MOTOR REPLACEMENT
REMOVAL PROCEDURE
IMPORTANT: The starter motor PG260 F1 on this vehicle is NOT serviceable and must be
replaced as a complete unit.
1. Disconnect the battery negative cable. 2. Raise and suitably support the vehicle. Refer to Lifting
and Jacking the Vehicle in General Information. 3. Remove the front lower air deflector panel. 4.
Remove the torque converter covers.
5. Remove the starter solenoid BAT terminal nut (8) and disconnect the positive battery cable (9) at
the starter motor. 6. Remove the starter solenoid S terminal nut (7) and disconnect the starter
solenoid wire (6) at the starter motor.
7. Remove the starter bolts (1,2) and the starter motor. Remove the shims, if necessary.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Service Precautions > Page 8583
1. The 3.4L uses a PG260 F1 starter motor.
Make sure the correct starter motor is being installed.
2. Align the starter motor to the engine. Install any shims, if removed.
NOTE: Refer to Fastener Notice in Service Precautions.
3. Install the starter bolts (1,2) finger tight until seated.
Tighten Tighten the starter bolts (1,2) to 43 N.m (32 lb ft).
4. Connect the positive battery cable (9) and install the solenoid BAT terminal nut (8) finger tight at
the starter motor.
Connect the starter solenoid wire (6) and install the starter solenoid S terminal nut (7) finger tight at
the starter motor.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Motor > Component Information >
Service Precautions > Page 8584
Tighten Tighten the solenoid BAT terminal nut (8) to 9.5 N.m (84 lb in).
- Tighten the starter solenoid S terminal nut (7) to 2.5 N.m (20.5 lb in).
5. Install the torque converter covers. 6. Install the front lower air deflector panel. 7. Lower the
vehicle. 8. Connect the battery negative cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Starting System > Starter Solenoid > Component Information >
Specifications
Starter Solenoid: Specifications
Starter Solenoid BAT Terminal Nut 9.5 Nm
Starter Solenoid S Terminal Nut 2.3 Nm
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Technical Service Bulletins > Customer Interest for Auxiliary Power Outlet: > 99-08-45-005 > Nov
> 99 > Accessory Receptacle/Cigar Lighter - Inoperative
Auxiliary Power Outlet: Customer Interest Accessory Receptacle/Cigar Lighter - Inoperative
File In Section: 08 - Body and Accessories
Bulletin No.: 99-08-45-005
Date: November, 1999
TECHNICAL
Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for
Short to Ground)
Models: 1995-2000 Passenger Cars and Trucks
Condition
Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or
that the internal fuse (within the plug on an aftermarket device), blows intermittently.
Cause
Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini
fuse may have an external terminal (which may be used to externally check the fuse). If the mini
fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the
shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device),
to blow intermittently.
Correction
Test the aftermarket device plug for short to ground. The following step may be performed at the
customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it
would be the owner's responsibility.
1. Place a piece of tape over the mini fuse terminal temporarily.
2. Explain to the customer that the fuse for the device must have no exposed terminals, and that
finding one would be his responsibility.
3. Refer the customer to the manufacturer of the aftermarket device for a new plug.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Auxiliary Power Outlet: >
99-08-45-005 > Nov > 99 > Accessory Receptacle/Cigar Lighter - Inoperative
Auxiliary Power Outlet: All Technical Service Bulletins Accessory Receptacle/Cigar Lighter Inoperative
File In Section: 08 - Body and Accessories
Bulletin No.: 99-08-45-005
Date: November, 1999
TECHNICAL
Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for
Short to Ground)
Models: 1995-2000 Passenger Cars and Trucks
Condition
Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or
that the internal fuse (within the plug on an aftermarket device), blows intermittently.
Cause
Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini
fuse may have an external terminal (which may be used to externally check the fuse). If the mini
fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the
shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device),
to blow intermittently.
Correction
Test the aftermarket device plug for short to ground. The following step may be performed at the
customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it
would be the owner's responsibility.
1. Place a piece of tape over the mini fuse terminal temporarily.
2. Explain to the customer that the fuse for the device must have no exposed terminals, and that
finding one would be his responsibility.
3. Refer the customer to the manufacturer of the aftermarket device for a new plug.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Locations > Auxiliary Power Connector
Auxiliary Power Outlet: Locations Auxiliary Power Connector
Locations View
In the center console.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Locations > Auxiliary Power Connector > Page 8604
Auxiliary Power Outlet: Locations Auxiliary Power Drop Connector
Taped in the I/P wiring harness, behind the RH side of the I/P Taped to I/P wiring harness above
right kick panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Locations > Page 8605
Auxiliary Power Outlet: Description and Operation
CIGAR LIGHTER
Voltage is applied at all times to the cigar lighter through the CIG/LTR fuse in the RH IP Accessory
Wiring Junction Block and the cigar lighter feed circuit. The cigar lighter has a heating element.
Pushing the cigar lighter all of the way into the mounting completes the circuit to ground through
the cigar lighter ground and heats the cigar lighter heating element. When the element is
sufficiently heated, the cigar lighter is released from the mounting through thermal expansion of the
mounting and the circuit is opened.
AUXILIARY POWER OUTLET
An auxiliary power outlet is provided adjacent to the cigar lighter to power customer owned and
maintained equipment. Voltage is applied at all times to the auxiliary outlet through the AUX Power
fuse in the RH IP Accessory Wiring Junction Block and the auxiliary power feed circuit. A ground
circuit is also provided as a portion of this same outlet
AUXILIARY POWER DROP CONNECTOR
An auxiliary power drop connector is also provided for the installation of various types of
accessories that require a more permanent type of connection. The connector, located under the
right hand side of the IP, contains two B+ circuits - one supplied from the CIG/AUX fuse in the LH
IP Accessory Wiring Junction Block and the other is supplied through the PWR Drop fuse in the RH
IP Accessory Wiring Junction Block. A ground circuit is provided through ground G 201. A serial
data communications circuit is also provided for equipment that requires the capability to
communicate with control modules on the vehicle.
Voltage is supplied when the ignition switch is in ACCY or Run through the CIG/AUX fuse in the LH
IP Accessory Wiring Junction Block.
Voltage is applied at all times to the auxiliary power drop connector through the PWR DROP fuse
in the RH IP Accessory Wiring Junction Block.
Ground is also supplied to the auxiliary power drop connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview
Auxiliary Power Outlet: Initial Inspection and Diagnostic Overview
Begin the system diagnosis by reviewing the system Description and Operation. Reviewing the
Description and Operation information will help you determine the correct symptom diagnostic
procedure when a malfunction exists. Reviewing the Description and Operation information will
also help you determine if the condition described by the customer is normal operation. Refer to
Symptoms in order to identify the correct procedure for diagnosing the system and where the
procedure is located.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 8608
Auxiliary Power Outlet: Symptom Related Diagnostic Procedures
- Symptoms
IMPORTANT: Review the system operation in order to familiarize yourself with the system
functions. Refer to Cigar Lighter/Auxiliary Outlet Circuit Description
Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the cigar lighter and auxiliary
outlets. Refer to Checking Aftermarket Accessories in Diagrams.
- Inspect the cigar lighter and easily accessible or visible system components for obvious damage
or conditions which could cause the symptom.
Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions.
Refer to Testing for Intermittent and Poor Connections in Diagrams.
Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose
the symptom: Cigar Lighter Inoperative
- Auxiliary Outlets Inoperative
Diagnostic Chart
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 8609
Diagnostic Chart (Part 1 Of 2)
Diagnostic Chart (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Auxiliary Power Outlet >
Component Information > Testing and Inspection > Page 8610
Auxiliary Power Outlet: Service and Repair
Power Accessory Port Replace - Front Floor Console
REMOVAL PROCEDURE
TOOLS REQUIRED
J 42059 Cigarette Lighter Socket Remover
1. Remove the power accessory port fuse. 2. Remove the front floor console power accessory port
housing from the front floor console by using a small flat-bladed tool to release the retainer. 3.
Disconnect the electrical connector from the front floor console power accessory port. 4. Remove
the power accessory port socket by placing one side of the "T" portion of the tool J 42059 into the
tab window and then the other should
be angled into the opposite tab window, then pull the power accessory port socket straight out.
5. Remove the tool from the power accessory port socket.
INSTALLATION PROCEDURE
1. Align the power accessory port socket to the power accessory port housing and press into place
until fully seated. 2. Connect the electrical connector to the front floor console power accessory
port. 3. Position the power accessory port housing to the front floor console. 4. Install the power
accessory port housing into the front floor console pressing into place until fully seated. 5. Install
the power accessory port fuse. 6. Inspect the power accessory port for proper operation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse > Component Information >
Technical Service Bulletins > Electrical - Aftermarket Fuse Warning
Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning
Bulletin No.: 07-08-45-002
Date: September 05, 2007
ADVANCED SERVICE INFORMATION
Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles
Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and
Prior HUMMER H2, H3 2008 and Prior Saab 9-7X
Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses
General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a
variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring
system of the vehicles they were customer installed in.
Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted
directly across the battery terminals.
How to Identify These Fuses
Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage
stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There
are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed
by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It
would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring
overheating is found you should check the fuse panel for the presence of this style of fuse.
All GM dealers should use genuine GM fuses on the vehicles they service. You should also
encourage the use of GM fuses to your customers to assure they are getting the required electrical
system protection. GM has no knowledge of any concerns with other aftermarket fuses. If
additional information becomes available, this bulletin will be updated.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations
Fuse Block: Component Locations
Accessory Wiring Junction Block, LH
LH side of the instrument panel, in the left front door opening.
Bottom Underhood Accessory Wiring Junction Block
RH side of the engine compartment, forward of the strut tower.
Engine Wiring Harness Junction Block (Top)
RH side of the engine compartment, forward of the strut tower.
Instrument Panel Fuse Block, LH
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8619
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8620
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Instrument Panel Fuse Block, RH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8621
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8622
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8623
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8624
Locations View
SEO Fuse Relay Block
RH upper side of the steering column, above the knee bolster.
Top Underhood Accessory Wiring Junction Block
RH side of the engine compartment, forward of the strut tower.
Underhood Accessory Wiring Junction Block
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8625
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8626
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8627
Locations View
Wiring Harness Junction Block (SEO)
Mounted on the RH side of the rear compartment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Locations > Component Locations > Page 8628
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO)
Fuse Block (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8631
Fuse Block: Diagrams LH IP Accessory Wiring Junction Block, C1
LH IP Accessory Wiring Junction Block, C1 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8632
LH IP Accessory Wiring Junction Block, C1 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8633
Fuse Block: Diagrams LH IP Accessory Wiring Junction Block, C3
LH IP Accessory Wiring Junction Block, C3 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8634
LH IP Accessory Wiring Junction Block, C3 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8635
Fuse Block: Diagrams RH IP Accessory Wiring Junction Block, C1
RH IP Accessory Wiring Junction Block, C1 (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8636
RH IP Accessory Wiring Junction Block, C1 (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8637
RH IP Accessory Wiring Junction Block, C1 (Part 3 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8638
Fuse Block: Diagrams RH IP Accessory Wiring Junction Block, C3
RH IP Accessory Wiring Junction Block, C3 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Diagrams > Fuse Block (SEO) > Page 8639
RH IP Accessory Wiring Junction Block, C3 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks
Fuse Block: Application and ID Instrument Panel Fuse Blocks
Instrument Panel Fuse Block, LH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8642
Instrument Panel Fuse Block, RH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8643
LH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8644
LH Instrument Panel Fuse Block, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8645
LH Instrument Panel Fuse Block, Bottom View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8646
RH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8647
RH Instrument Panel Fuse Block, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8648
RH Instrument Panel Fuse Block, Bottom View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8649
Fuse Block: Application and ID Electrical Centers
Top Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8650
Top Underhood Electrical Center, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8651
Top Underhood Electrical Center, Bottom View
Bottom Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8652
Bottom Underhood Electrical Center, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8653
Bottom Underhood Electrical Center, Bottom View
Underhood Electrical Center, Top
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Application and ID > Instrument Panel Fuse Blocks > Page 8654
Underhood Electrical Center, Bottom
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Service and Repair > Relay/Fuse Center Replacement (Left)
Fuse Block: Service and Repair Relay/Fuse Center Replacement (Left)
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Adjust the instrument panel (IP) cluster trim plate for
access. 3. Disconnect the body wiring harness from the junction block.
4. Remove the junction block bolts. 5. Remove the junction block tab from the slot in the cross
vehicle beam. Pull the junction block away from the IP. 6. Disconnect the body wiring harness from
the junction block. 7. Remove the junction block.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Service and Repair > Relay/Fuse Center Replacement (Left) > Page 8657
1. Connect the body wiring harness to the junction block. 2. Install the junction block tab to the slot
in the cross vehicle beam. 3. Install the junction block bolts.
Tighten Tighten the junction block bolts to 10 N.m (89 lb in).
4. Connect the body wiring harness to the junction block.
Tighten Tighten the body wiring harness connector bolt to 7 N.m (62 lb in).
5. Install the instrument panel (IP) cluster trim plate. 6. Connect the negative battery cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Service and Repair > Relay/Fuse Center Replacement (Left) > Page 8658
Fuse Block: Service and Repair Relay/Fuse Center Replacement (Right)
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Remove the RH instrument panel (IP) fuse block
access opening cover. 3. Remove the IP compartment. 4. Disconnect the body wiring harness from
the junction block.
5. Remove the junction block bolt. 6. Disengage the junction block tabs from the passenger knee
bolster. Pull the junction block away from the IP. 7. Disconnect the wiring harnesses from the
junction block. 8. Remove the junction block.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fuse Block > Component
Information > Service and Repair > Relay/Fuse Center Replacement (Left) > Page 8659
1. Connect the body wiring harnesses to the junction block.
Tighten Tighten the body wiring harness connector bolts to 7 N.m (62 lb in).
2. Install the junction block tabs to the passenger knee bolster. 3. Install the junction block bolt.
Tighten Tighten the junction block bolt to 10 N.m (89 lb in).
4. Connect the body wiring harness to the junction block. 5. Install the instrument panel (IP)
compartment. 6. Install the RH IP fuse block access opening cover. 7. Connect the negative battery
cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Fusible Link > Component
Information > Locations > Fusible Links, IP Harness
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component
Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair
Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair
INFORMATION
Bulletin No.: 10-08-45-001B
Date: October 25, 2010
Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with
Conductive Finish
Models:
2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty
Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and
Accessories).
Electrical Ground Repair Overview
Proper electrical system function relies on secure, stable and corrosion-free electrical ground
connections. Loose, stripped, or corroded connections increase the possibility of improper system
function and loss of module communication. These conditions may also lead to unnecessary
repairs and component replacement.
In general, electrical ground connections are accomplished using one, or a combination of the
following attachment methods:
- Welded M6 stud and nut
- Welded M6 nut and bolt
- Welded M8 nut and bolt
Determine which attachment method is used and perform the appropriate or alternative repair as
described in this bulletin.
M6 Weld Stud Replacement
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in)
clearance behind the panel surface and 20 mm (0.79 in)
clearance surrounding the M6 conductive rivet stud flange.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
3. Drill a 10 mm (0.40 in) diameter hole through the panel.
4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is
visible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component
Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8668
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9.
Completely wrap the threads of the rivet stud with painters tape or equivalent.
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the ground wire terminal and conductive nut to maintain a secure, stable and
corrosion-free electrical ground.
10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet
stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component
Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8669
15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6
conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive
nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in).
19. Verify proper system operation.
M6 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive
self-threading bolt may be used to secure the ground
wire terminal.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged
or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the
Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N
12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading
bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt.
8. Install the M7 conductive self-threading bolt and:
Tighten Tighten to 9 Nm (80 lb in).
9. Verify proper system operation.
M6 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt
and a M6 conductive nut may be used to secure
the electrical ground wire terminal. Refer to the Parts Information section of this bulletin.
2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground
location.
10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M6 conductive nut to the bolt and:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component
Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8670
Tighten Tighten to 8 Nm (71 lb in).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8
conductive bolt and a M8 conductive nut may be
used to secure the electrical ground wire terminal. Refer to the Parts Information section of this
bulletin.
2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel
surface and 20 mm (0.79 in) clearance surrounding
the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground
location.
10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M8 conductive nut to the bolt and:
Tighten Tighten to 22 Nm (16 lb ft).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6
conductive rivet stud and a M6 conductive nut
may be used to secure the electrical ground wire terminal.
2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the M6 conductive rivet stud flange.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component
Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8671
5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is
visible.
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement.
10. Completely wrap the threads of the rivet stud with painters tape or equivalent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component
Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8672
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable
and corrosion-free electrical ground.
11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet
stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18.
Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6
conductive nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in)
20. Verify proper system operation.
Parts Information
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Grounding Point > Component
Information > Technical Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8673
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Technical Service Bulletins > Customer Interest for Multiple Junction Connector: > 04-08-47-003
> Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set
Multiple Junction Connector: Customer Interest BCM - Security Lamp ON/No Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Technical Service Bulletins > Customer Interest for Multiple Junction Connector: > 04-08-47-003
> Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set > Page 8682
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Multiple Junction Connector: >
04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set
Multiple Junction Connector: All Technical Service Bulletins BCM - Security Lamp ON/No
Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Technical Service Bulletins > All Technical Service Bulletins for Multiple Junction Connector: >
04-08-47-003 > Aug > 04 > BCM - Security Lamp ON/No Crank/DTC's Set > Page 8688
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199
Multiple Junction Connector: Diagrams C100 - C199
C101 (W/ RPO LA1)
Inline Connector C101
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8691
Inline Connector C102
Inline Connector C104
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8692
Inline Connector C106
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8693
Inline Connector C110
C112
(24 cavities) Instrument panel harness to engine harness. (24 cavities) Engine harness to forward
lamp harness RH side of engine. (24 cavities) Engine wiring harness to the forward lamp wiring
harness, LH front side of the engine compartment
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8694
Inline Connector C113
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8695
Inline Connector C120
Inline Connector C125
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8696
Inline Connector C126
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8697
Multiple Junction Connector: Diagrams C200 - C299
Inline Connector C201 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8698
Inline Connector C201 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8699
Inline Connector C203
Inline Connector C205 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8700
Inline Connector C205 (Part 2 Of 2)
Inline Connector C209A (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8701
Inline Connector C209B (SEO)
Inline Connector C215
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8702
Inline Connector C216
Inline Connector C218
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8703
Inline Connector C220
Inline Connector C240
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8704
Inline Connector C255 (SEO)
Inline Connector C297 (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8705
Inline Connector C299A (SEO)
Inline Connector C299B (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8706
Multiple Junction Connector: Diagrams C300 - C399
Inline Connector C301 (2 Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8707
Inline Connector C301 (2 Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8708
Inline Connector C301 (4-Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8709
Inline Connector C301 (4-Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8710
Inline Connector C302 (2 Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8711
Inline Connector C302 (2 Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8712
Inline Connector C302 (4 Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8713
Inline Connector C302 (4 Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8714
Inline Connector C306 (SEO)
Inline Connector C308 (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8715
Inline Connector C312
Inline Connector C315
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8716
Inline Connector C317
Inline Connector C355
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8717
Inline Connector C356
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8718
Inline Connector C373
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8719
Multiple Junction Connector: Diagrams C400 - C499
Inline Connector C400 (2 Door)
Inline Connector C400 (4 Door)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8720
Inline Connector C401
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8721
Inline Connector C405
Inline Connector C409 (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Multiple Junction Connector >
Component Information > Diagrams > C100 - C199 > Page 8722
Inline Connector C430
Inline Connector C435
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set
By Various Control Modules
Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules
TECHNICAL
Bulletin No.: 09-06-03-004D
Date: December 08, 2010
Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle
Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion
(Disconnect Affected Connector and Apply Dielectric Lubricant)
Models:
2011 and Prior GM Passenger Cars and Trucks
Attention:
This repair can be applied to ANY electrical connection including, but not limited to: lighting, body
electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the
point where it prevents the full engagement of sealed connectors. A light coating on the terminal
surfaces is sufficient to correct the condition.
Supercede: This bulletin is being revised to update the Attention statement and add the 2011
model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System).
Condition
Some customers may comment on any of the following conditions:
- An intermittent no crank/no start
- Intermittent malfunction indicator lamp (MIL) illumination
- Intermittent service lamp illumination
- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.
Cause
This condition may be caused by a buildup of nonconductive insulating oxidized debris known as
fretting corrosion, occurring between two electrical contact surfaces of the connection or connector.
This may be caused by any of the following conditions:
- Vibration
- Thermal cycling
- Poor connection/terminal retention
- Micro motion
- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent
connections.
On high current power circuits this condition may cause permanent increases in the resistance and
may cause a device to become inoperative.
Representative List of Control Modules and Components
The following is only a representative list of control modules and components that may be affected
by this connection or connector condition and DOES NOT include every possible module or
component for every vehicle.
- Blower Control Module
- Body Control Module (BCM)
- Communication Interface Module (CIM)
- Cooling Fan Control Module
- Electronic Brake Control Module (EBCM)
- Electronic Brake and Traction Control Module (EBTCM)
- Electronic Suspension Control (ESC) Module
- Engine Control Module (ECM)
- Heating, Ventilation and Air Conditioning (HVAC) Control Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set
By Various Control Modules > Page 8731
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set
By Various Control Modules > Page 8732
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set
By Various Control Modules > Page 8733
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > Customer Interest: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp
ON/Driveability/No Start/DTC's Set
Wiring Harness: Customer Interest Electrical - SES Lamp ON/Driveability/No Start/DTC's Set
Bulletin No.: 00-06-04-049B
Date: December 19, 2003
TECHNICAL
Subject: Various Driveability Symptoms - Malfunction Indicator Lamp (MIL) Illuminates
Intermittently, ABS Light On, DTCs Set, Engine Will Not Start (Repair Wire(s))
Models: 1997-2003 Buick Century, Regal Built Prior to 2/03 2000-2003 Chevrolet Impala, Monte
Carlo Built Prior to 2/03 1999-2001 Pontiac Grand Prix Built Prior to 10/1/00 - VIN Breakpoint
1F136536
Supercede:
This bulletin is being revised to add additional models and model years and to include possible
ABS indicator illuminated. Please discard Corporate Bulletin Number 00-06-04-049A (Section 06 Engine).
Condition
Some customers may comment on one or more of the following conditions:
^ Anti-Lock Brake System Warning Light illuminated
^ Intermittent MIL/Service Engine Soon indicator illuminated
^ Engine will not start
^ Engine stalls after start up
^ Various electrical system failures
^ Various driveability concerns
Cause
These conditions may be caused from the engine wiring harness chaffing against the mounting ring
on the A/C accumulator. This contact may cause a rub through to the wires enclosed in that
harness, resulting in the above conditions. Damage to the harness may also result in several
stored diagnostic trouble codes.
Correction
Inspect and repair any damaged wires. Use the procedure listed below.
Note:
Do not install plastic conduit over the repaired area. Doing so may damage the A/C accumulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > Customer Interest: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp
ON/Driveability/No Start/DTC's Set > Page 8738
1. Inspect and repair any damaged wires at the suspected area (1). Refer to Wiring Repairs in the
Wiring Systems sub-section of the Service Manual. Wrap the repaired area with 3M(R) Electrical
Moisture Sealant Patches, P/N 06149, or equivalent. Wrap the entire area of contact with friction
material , P/N 22617849, to protect it from future damage.
2. Verify proper installation of the harness clamp that attaches the harness to the transmission.
Reinstall if necessary.
3. Reposition the repaired harness away from the A/C accumulator. Pull the harness through the
clamp at the transmission to remove any slack.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > Customer Interest: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp
ON/Driveability/No Start/DTC's Set > Page 8739
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10
> Electrical - MIL ON/DTC's Set By Various Control Modules
Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control
Modules
TECHNICAL
Bulletin No.: 09-06-03-004D
Date: December 08, 2010
Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle
Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion
(Disconnect Affected Connector and Apply Dielectric Lubricant)
Models:
2011 and Prior GM Passenger Cars and Trucks
Attention:
This repair can be applied to ANY electrical connection including, but not limited to: lighting, body
electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the
point where it prevents the full engagement of sealed connectors. A light coating on the terminal
surfaces is sufficient to correct the condition.
Supercede: This bulletin is being revised to update the Attention statement and add the 2011
model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System).
Condition
Some customers may comment on any of the following conditions:
- An intermittent no crank/no start
- Intermittent malfunction indicator lamp (MIL) illumination
- Intermittent service lamp illumination
- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.
Cause
This condition may be caused by a buildup of nonconductive insulating oxidized debris known as
fretting corrosion, occurring between two electrical contact surfaces of the connection or connector.
This may be caused by any of the following conditions:
- Vibration
- Thermal cycling
- Poor connection/terminal retention
- Micro motion
- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent
connections.
On high current power circuits this condition may cause permanent increases in the resistance and
may cause a device to become inoperative.
Representative List of Control Modules and Components
The following is only a representative list of control modules and components that may be affected
by this connection or connector condition and DOES NOT include every possible module or
component for every vehicle.
- Blower Control Module
- Body Control Module (BCM)
- Communication Interface Module (CIM)
- Cooling Fan Control Module
- Electronic Brake Control Module (EBCM)
- Electronic Brake and Traction Control Module (EBTCM)
- Electronic Suspension Control (ESC) Module
- Engine Control Module (ECM)
- Heating, Ventilation and Air Conditioning (HVAC) Control Module
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Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10
> Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8745
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
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Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10
> Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8746
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10
> Electrical - MIL ON/DTC's Set By Various Control Modules > Page 8747
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10
> Electrical - Information For Electrical Ground Repair
Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair
INFORMATION
Bulletin No.: 10-08-45-001B
Date: October 25, 2010
Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with
Conductive Finish
Models:
2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty
Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and
Accessories).
Electrical Ground Repair Overview
Proper electrical system function relies on secure, stable and corrosion-free electrical ground
connections. Loose, stripped, or corroded connections increase the possibility of improper system
function and loss of module communication. These conditions may also lead to unnecessary
repairs and component replacement.
In general, electrical ground connections are accomplished using one, or a combination of the
following attachment methods:
- Welded M6 stud and nut
- Welded M6 nut and bolt
- Welded M8 nut and bolt
Determine which attachment method is used and perform the appropriate or alternative repair as
described in this bulletin.
M6 Weld Stud Replacement
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in)
clearance behind the panel surface and 20 mm (0.79 in)
clearance surrounding the M6 conductive rivet stud flange.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
3. Drill a 10 mm (0.40 in) diameter hole through the panel.
4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is
visible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10
> Electrical - Information For Electrical Ground Repair > Page 8752
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9.
Completely wrap the threads of the rivet stud with painters tape or equivalent.
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the ground wire terminal and conductive nut to maintain a secure, stable and
corrosion-free electrical ground.
10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet
stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10
> Electrical - Information For Electrical Ground Repair > Page 8753
15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6
conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive
nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in).
19. Verify proper system operation.
M6 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive
self-threading bolt may be used to secure the ground
wire terminal.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged
or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the
Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N
12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading
bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt.
8. Install the M7 conductive self-threading bolt and:
Tighten Tighten to 9 Nm (80 lb in).
9. Verify proper system operation.
M6 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt
and a M6 conductive nut may be used to secure
the electrical ground wire terminal. Refer to the Parts Information section of this bulletin.
2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground
location.
10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M6 conductive nut to the bolt and:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10
> Electrical - Information For Electrical Ground Repair > Page 8754
Tighten Tighten to 8 Nm (71 lb in).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8
conductive bolt and a M8 conductive nut may be
used to secure the electrical ground wire terminal. Refer to the Parts Information section of this
bulletin.
2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel
surface and 20 mm (0.79 in) clearance surrounding
the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground
location.
10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M8 conductive nut to the bolt and:
Tighten Tighten to 22 Nm (16 lb ft).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6
conductive rivet stud and a M6 conductive nut
may be used to secure the electrical ground wire terminal.
2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the M6 conductive rivet stud flange.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10
> Electrical - Information For Electrical Ground Repair > Page 8755
5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is
visible.
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement.
10. Completely wrap the threads of the rivet stud with painters tape or equivalent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10
> Electrical - Information For Electrical Ground Repair > Page 8756
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable
and corrosion-free electrical ground.
11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet
stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18.
Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6
conductive nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in)
20. Verify proper system operation.
Parts Information
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10
> Electrical - Information For Electrical Ground Repair > Page 8757
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 >
Electrical - Instrument Panel & General Wiring Repair
Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring
Repair
Bulletin No.: 06-08-45-004
Date: May 02, 2006
INFORMATION
Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair
Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3
Important:
A part restriction has been implemented on all Body and I/P harnesses and is being administered
by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a
harness to be built and delivered to a dealer. The dealer technician is expected to repair any
harness damage as the first and best choice before replacing a harness.
In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be
repaired instead of replaced. If there is a question concerning which connector and/or terminal you
are working on, refer to the information in the appropriate Connector End Views in SI. The
Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal remove information.
Important:
There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink
tube (used in high heat area pigtail replacement) and some TPAs that are not available from
GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon
as it arrives at the dealer.
Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair
Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for
this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001
for more information.
The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal removal information.
U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and
Hands-on) are available through the GM Training website. Refer to Resources and then Training
Materials for a complete list of available courses.
Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available
courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual.
Wiring repair information is also available in Service Information (SI). The Wiring Repair section
contains information for the following types of wiring repairs:
- Testing for intermittent conditions and poor conditions
- Flat wire repairs
- GMLAN wiring repairs
- High temperature wiring repairs
- Splicing copper wire using splice clips
- Splicing copper wire using splice sleeves
- Splicing twisted or shielded cable
- Splicing inline harness diodes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 >
Electrical - Instrument Panel & General Wiring Repair > Page 8762
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 00-06-04-049B > Dec > 03
> Electrical - SES Lamp ON/Driveability/No Start/DTC's Set
Wiring Harness: All Technical Service Bulletins Electrical - SES Lamp ON/Driveability/No
Start/DTC's Set
Bulletin No.: 00-06-04-049B
Date: December 19, 2003
TECHNICAL
Subject: Various Driveability Symptoms - Malfunction Indicator Lamp (MIL) Illuminates
Intermittently, ABS Light On, DTCs Set, Engine Will Not Start (Repair Wire(s))
Models: 1997-2003 Buick Century, Regal Built Prior to 2/03 2000-2003 Chevrolet Impala, Monte
Carlo Built Prior to 2/03 1999-2001 Pontiac Grand Prix Built Prior to 10/1/00 - VIN Breakpoint
1F136536
Supercede:
This bulletin is being revised to add additional models and model years and to include possible
ABS indicator illuminated. Please discard Corporate Bulletin Number 00-06-04-049A (Section 06 Engine).
Condition
Some customers may comment on one or more of the following conditions:
^ Anti-Lock Brake System Warning Light illuminated
^ Intermittent MIL/Service Engine Soon indicator illuminated
^ Engine will not start
^ Engine stalls after start up
^ Various electrical system failures
^ Various driveability concerns
Cause
These conditions may be caused from the engine wiring harness chaffing against the mounting ring
on the A/C accumulator. This contact may cause a rub through to the wires enclosed in that
harness, resulting in the above conditions. Damage to the harness may also result in several
stored diagnostic trouble codes.
Correction
Inspect and repair any damaged wires. Use the procedure listed below.
Note:
Do not install plastic conduit over the repaired area. Doing so may damage the A/C accumulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 00-06-04-049B > Dec > 03
> Electrical - SES Lamp ON/Driveability/No Start/DTC's Set > Page 8767
1. Inspect and repair any damaged wires at the suspected area (1). Refer to Wiring Repairs in the
Wiring Systems sub-section of the Service Manual. Wrap the repaired area with 3M(R) Electrical
Moisture Sealant Patches, P/N 06149, or equivalent. Wrap the entire area of contact with friction
material , P/N 22617849, to protect it from future damage.
2. Verify proper installation of the harness clamp that attaches the harness to the transmission.
Reinstall if necessary.
3. Reposition the repaired harness away from the A/C accumulator. Pull the harness through the
clamp at the transmission to remove any slack.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 00-06-04-049B > Dec > 03
> Electrical - SES Lamp ON/Driveability/No Start/DTC's Set > Page 8768
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 >
Electrical - Information For Electrical Ground Repair
Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair
INFORMATION
Bulletin No.: 10-08-45-001B
Date: October 25, 2010
Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with
Conductive Finish
Models:
2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty
Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and
Accessories).
Electrical Ground Repair Overview
Proper electrical system function relies on secure, stable and corrosion-free electrical ground
connections. Loose, stripped, or corroded connections increase the possibility of improper system
function and loss of module communication. These conditions may also lead to unnecessary
repairs and component replacement.
In general, electrical ground connections are accomplished using one, or a combination of the
following attachment methods:
- Welded M6 stud and nut
- Welded M6 nut and bolt
- Welded M8 nut and bolt
Determine which attachment method is used and perform the appropriate or alternative repair as
described in this bulletin.
M6 Weld Stud Replacement
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in)
clearance behind the panel surface and 20 mm (0.79 in)
clearance surrounding the M6 conductive rivet stud flange.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
3. Drill a 10 mm (0.40 in) diameter hole through the panel.
4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is
visible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 >
Electrical - Information For Electrical Ground Repair > Page 8774
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9.
Completely wrap the threads of the rivet stud with painters tape or equivalent.
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the ground wire terminal and conductive nut to maintain a secure, stable and
corrosion-free electrical ground.
10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet
stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 >
Electrical - Information For Electrical Ground Repair > Page 8775
15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6
conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive
nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in).
19. Verify proper system operation.
M6 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive
self-threading bolt may be used to secure the ground
wire terminal.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged
or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the
Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N
12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading
bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt.
8. Install the M7 conductive self-threading bolt and:
Tighten Tighten to 9 Nm (80 lb in).
9. Verify proper system operation.
M6 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt
and a M6 conductive nut may be used to secure
the electrical ground wire terminal. Refer to the Parts Information section of this bulletin.
2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground
location.
10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M6 conductive nut to the bolt and:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 >
Electrical - Information For Electrical Ground Repair > Page 8776
Tighten Tighten to 8 Nm (71 lb in).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8
conductive bolt and a M8 conductive nut may be
used to secure the electrical ground wire terminal. Refer to the Parts Information section of this
bulletin.
2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel
surface and 20 mm (0.79 in) clearance surrounding
the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground
location.
10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M8 conductive nut to the bolt and:
Tighten Tighten to 22 Nm (16 lb ft).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6
conductive rivet stud and a M6 conductive nut
may be used to secure the electrical ground wire terminal.
2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the M6 conductive rivet stud flange.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 >
Electrical - Information For Electrical Ground Repair > Page 8777
5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is
visible.
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement.
10. Completely wrap the threads of the rivet stud with painters tape or equivalent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 >
Electrical - Information For Electrical Ground Repair > Page 8778
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable
and corrosion-free electrical ground.
11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet
stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18.
Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6
conductive nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in)
20. Verify proper system operation.
Parts Information
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 >
Electrical - Information For Electrical Ground Repair > Page 8779
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 >
Electrical - Instrument Panel & General Wiring Repair
Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring
Repair
Bulletin No.: 06-08-45-004
Date: May 02, 2006
INFORMATION
Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair
Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3
Important:
A part restriction has been implemented on all Body and I/P harnesses and is being administered
by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a
harness to be built and delivered to a dealer. The dealer technician is expected to repair any
harness damage as the first and best choice before replacing a harness.
In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be
repaired instead of replaced. If there is a question concerning which connector and/or terminal you
are working on, refer to the information in the appropriate Connector End Views in SI. The
Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal remove information.
Important:
There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink
tube (used in high heat area pigtail replacement) and some TPAs that are not available from
GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon
as it arrives at the dealer.
Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair
Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for
this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001
for more information.
The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal removal information.
U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and
Hands-on) are available through the GM Training website. Refer to Resources and then Training
Materials for a complete list of available courses.
Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available
courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual.
Wiring repair information is also available in Service Information (SI). The Wiring Repair section
contains information for the following types of wiring repairs:
- Testing for intermittent conditions and poor conditions
- Flat wire repairs
- GMLAN wiring repairs
- High temperature wiring repairs
- Splicing copper wire using splice clips
- Splicing copper wire using splice sleeves
- Splicing twisted or shielded cable
- Splicing inline harness diodes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Starting and Charging > Power and Ground Distribution > Wiring Harness > Component
Information > Technical Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 >
Electrical - Instrument Panel & General Wiring Repair > Page 8784
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Technical Service Bulletins > Customer Interest for Auxiliary Power Outlet: > 99-08-45-005 > Nov > 99 > Accessory
Receptacle/Cigar Lighter - Inoperative
Auxiliary Power Outlet: Customer Interest Accessory Receptacle/Cigar Lighter - Inoperative
File In Section: 08 - Body and Accessories
Bulletin No.: 99-08-45-005
Date: November, 1999
TECHNICAL
Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for
Short to Ground)
Models: 1995-2000 Passenger Cars and Trucks
Condition
Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or
that the internal fuse (within the plug on an aftermarket device), blows intermittently.
Cause
Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini
fuse may have an external terminal (which may be used to externally check the fuse). If the mini
fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the
shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device),
to blow intermittently.
Correction
Test the aftermarket device plug for short to ground. The following step may be performed at the
customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it
would be the owner's responsibility.
1. Place a piece of tape over the mini fuse terminal temporarily.
2. Explain to the customer that the fuse for the device must have no exposed terminals, and that
finding one would be his responsibility.
3. Refer the customer to the manufacturer of the aftermarket device for a new plug.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Technical Service Bulletins > All Technical Service Bulletins for Auxiliary Power Outlet: > 99-08-45-005 > Nov > 99 >
Accessory Receptacle/Cigar Lighter - Inoperative
Auxiliary Power Outlet: All Technical Service Bulletins Accessory Receptacle/Cigar Lighter Inoperative
File In Section: 08 - Body and Accessories
Bulletin No.: 99-08-45-005
Date: November, 1999
TECHNICAL
Subject: Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for
Short to Ground)
Models: 1995-2000 Passenger Cars and Trucks
Condition
Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or
that the internal fuse (within the plug on an aftermarket device), blows intermittently.
Cause
Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini
fuse may have an external terminal (which may be used to externally check the fuse). If the mini
fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the
shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device),
to blow intermittently.
Correction
Test the aftermarket device plug for short to ground. The following step may be performed at the
customer's expense. As this is not a defect in material, design or workmanship of the vehicle, it
would be the owner's responsibility.
1. Place a piece of tape over the mini fuse terminal temporarily.
2. Explain to the customer that the fuse for the device must have no exposed terminals, and that
finding one would be his responsibility.
3. Refer the customer to the manufacturer of the aftermarket device for a new plug.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Locations > Auxiliary Power Connector
Auxiliary Power Outlet: Locations Auxiliary Power Connector
Locations View
In the center console.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Locations > Auxiliary Power Connector > Page 8801
Auxiliary Power Outlet: Locations Auxiliary Power Drop Connector
Taped in the I/P wiring harness, behind the RH side of the I/P Taped to I/P wiring harness above
right kick panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Locations > Page 8802
Auxiliary Power Outlet: Description and Operation
CIGAR LIGHTER
Voltage is applied at all times to the cigar lighter through the CIG/LTR fuse in the RH IP Accessory
Wiring Junction Block and the cigar lighter feed circuit. The cigar lighter has a heating element.
Pushing the cigar lighter all of the way into the mounting completes the circuit to ground through
the cigar lighter ground and heats the cigar lighter heating element. When the element is
sufficiently heated, the cigar lighter is released from the mounting through thermal expansion of the
mounting and the circuit is opened.
AUXILIARY POWER OUTLET
An auxiliary power outlet is provided adjacent to the cigar lighter to power customer owned and
maintained equipment. Voltage is applied at all times to the auxiliary outlet through the AUX Power
fuse in the RH IP Accessory Wiring Junction Block and the auxiliary power feed circuit. A ground
circuit is also provided as a portion of this same outlet
AUXILIARY POWER DROP CONNECTOR
An auxiliary power drop connector is also provided for the installation of various types of
accessories that require a more permanent type of connection. The connector, located under the
right hand side of the IP, contains two B+ circuits - one supplied from the CIG/AUX fuse in the LH
IP Accessory Wiring Junction Block and the other is supplied through the PWR Drop fuse in the RH
IP Accessory Wiring Junction Block. A ground circuit is provided through ground G 201. A serial
data communications circuit is also provided for equipment that requires the capability to
communicate with control modules on the vehicle.
Voltage is supplied when the ignition switch is in ACCY or Run through the CIG/AUX fuse in the LH
IP Accessory Wiring Junction Block.
Voltage is applied at all times to the auxiliary power drop connector through the PWR DROP fuse
in the RH IP Accessory Wiring Junction Block.
Ground is also supplied to the auxiliary power drop connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Testing and Inspection > Initial Inspection and Diagnostic Overview
Auxiliary Power Outlet: Initial Inspection and Diagnostic Overview
Begin the system diagnosis by reviewing the system Description and Operation. Reviewing the
Description and Operation information will help you determine the correct symptom diagnostic
procedure when a malfunction exists. Reviewing the Description and Operation information will
also help you determine if the condition described by the customer is normal operation. Refer to
Symptoms in order to identify the correct procedure for diagnosing the system and where the
procedure is located.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 8805
Auxiliary Power Outlet: Symptom Related Diagnostic Procedures
- Symptoms
IMPORTANT: Review the system operation in order to familiarize yourself with the system
functions. Refer to Cigar Lighter/Auxiliary Outlet Circuit Description
Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the cigar lighter and auxiliary
outlets. Refer to Checking Aftermarket Accessories in Diagrams.
- Inspect the cigar lighter and easily accessible or visible system components for obvious damage
or conditions which could cause the symptom.
Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions.
Refer to Testing for Intermittent and Poor Connections in Diagrams.
Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose
the symptom: Cigar Lighter Inoperative
- Auxiliary Outlets Inoperative
Diagnostic Chart
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 8806
Diagnostic Chart (Part 1 Of 2)
Diagnostic Chart (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Auxiliary Power Outlet > Component Information >
Testing and Inspection > Page 8807
Auxiliary Power Outlet: Service and Repair
Power Accessory Port Replace - Front Floor Console
REMOVAL PROCEDURE
TOOLS REQUIRED
J 42059 Cigarette Lighter Socket Remover
1. Remove the power accessory port fuse. 2. Remove the front floor console power accessory port
housing from the front floor console by using a small flat-bladed tool to release the retainer. 3.
Disconnect the electrical connector from the front floor console power accessory port. 4. Remove
the power accessory port socket by placing one side of the "T" portion of the tool J 42059 into the
tab window and then the other should
be angled into the opposite tab window, then pull the power accessory port socket straight out.
5. Remove the tool from the power accessory port socket.
INSTALLATION PROCEDURE
1. Align the power accessory port socket to the power accessory port housing and press into place
until fully seated. 2. Connect the electrical connector to the front floor console power accessory
port. 3. Position the power accessory port housing to the front floor console. 4. Install the power
accessory port housing into the front floor console pressing into place until fully seated. 5. Install
the power accessory port fuse. 6. Inspect the power accessory port for proper operation.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse > Component Information > Technical Service
Bulletins > Electrical - Aftermarket Fuse Warning
Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning
Bulletin No.: 07-08-45-002
Date: September 05, 2007
ADVANCED SERVICE INFORMATION
Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles
Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and
Prior HUMMER H2, H3 2008 and Prior Saab 9-7X
Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses
General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a
variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring
system of the vehicles they were customer installed in.
Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted
directly across the battery terminals.
How to Identify These Fuses
Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage
stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There
are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed
by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It
would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring
overheating is found you should check the fuse panel for the presence of this style of fuse.
All GM dealers should use genuine GM fuses on the vehicles they service. You should also
encourage the use of GM fuses to your customers to assure they are getting the required electrical
system protection. GM has no knowledge of any concerns with other aftermarket fuses. If
additional information becomes available, this bulletin will be updated.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations
Fuse Block: Component Locations
Accessory Wiring Junction Block, LH
LH side of the instrument panel, in the left front door opening.
Bottom Underhood Accessory Wiring Junction Block
RH side of the engine compartment, forward of the strut tower.
Engine Wiring Harness Junction Block (Top)
RH side of the engine compartment, forward of the strut tower.
Instrument Panel Fuse Block, LH
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8816
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8817
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Instrument Panel Fuse Block, RH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8818
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8819
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8820
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8821
Locations View
SEO Fuse Relay Block
RH upper side of the steering column, above the knee bolster.
Top Underhood Accessory Wiring Junction Block
RH side of the engine compartment, forward of the strut tower.
Underhood Accessory Wiring Junction Block
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8822
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8823
Locations View
RPO 9C1/9C6: For a Description of RPO Code(s) shown in this article refer to the RPO Code List
found at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8824
Locations View
Wiring Harness Junction Block (SEO)
Mounted on the RH side of the rear compartment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Locations >
Component Locations > Page 8825
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO)
Fuse Block (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8828
Fuse Block: Diagrams LH IP Accessory Wiring Junction Block, C1
LH IP Accessory Wiring Junction Block, C1 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8829
LH IP Accessory Wiring Junction Block, C1 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8830
Fuse Block: Diagrams LH IP Accessory Wiring Junction Block, C3
LH IP Accessory Wiring Junction Block, C3 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8831
LH IP Accessory Wiring Junction Block, C3 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8832
Fuse Block: Diagrams RH IP Accessory Wiring Junction Block, C1
RH IP Accessory Wiring Junction Block, C1 (Part 1 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8833
RH IP Accessory Wiring Junction Block, C1 (Part 2 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8834
RH IP Accessory Wiring Junction Block, C1 (Part 3 Of 3)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8835
Fuse Block: Diagrams RH IP Accessory Wiring Junction Block, C3
RH IP Accessory Wiring Junction Block, C3 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Diagrams > Fuse
Block (SEO) > Page 8836
RH IP Accessory Wiring Junction Block, C3 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks
Fuse Block: Application and ID Instrument Panel Fuse Blocks
Instrument Panel Fuse Block, LH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8839
Instrument Panel Fuse Block, RH
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8840
LH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8841
LH Instrument Panel Fuse Block, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8842
LH Instrument Panel Fuse Block, Bottom View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8843
RH Instrument Panel Fuse Block Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8844
RH Instrument Panel Fuse Block, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8845
RH Instrument Panel Fuse Block, Bottom View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8846
Fuse Block: Application and ID Electrical Centers
Top Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8847
Top Underhood Electrical Center, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8848
Top Underhood Electrical Center, Bottom View
Bottom Underhood Electrical Center Label
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8849
Bottom Underhood Electrical Center, Top View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8850
Bottom Underhood Electrical Center, Bottom View
Underhood Electrical Center, Top
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Application and ID
> Instrument Panel Fuse Blocks > Page 8851
Underhood Electrical Center, Bottom
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Service and
Repair > Relay/Fuse Center Replacement (Left)
Fuse Block: Service and Repair Relay/Fuse Center Replacement (Left)
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Adjust the instrument panel (IP) cluster trim plate for
access. 3. Disconnect the body wiring harness from the junction block.
4. Remove the junction block bolts. 5. Remove the junction block tab from the slot in the cross
vehicle beam. Pull the junction block away from the IP. 6. Disconnect the body wiring harness from
the junction block. 7. Remove the junction block.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Service and
Repair > Relay/Fuse Center Replacement (Left) > Page 8854
1. Connect the body wiring harness to the junction block. 2. Install the junction block tab to the slot
in the cross vehicle beam. 3. Install the junction block bolts.
Tighten Tighten the junction block bolts to 10 N.m (89 lb in).
4. Connect the body wiring harness to the junction block.
Tighten Tighten the body wiring harness connector bolt to 7 N.m (62 lb in).
5. Install the instrument panel (IP) cluster trim plate. 6. Connect the negative battery cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Service and
Repair > Relay/Fuse Center Replacement (Left) > Page 8855
Fuse Block: Service and Repair Relay/Fuse Center Replacement (Right)
REMOVAL PROCEDURE
1. Disconnect the negative battery cable. 2. Remove the RH instrument panel (IP) fuse block
access opening cover. 3. Remove the IP compartment. 4. Disconnect the body wiring harness from
the junction block.
5. Remove the junction block bolt. 6. Disengage the junction block tabs from the passenger knee
bolster. Pull the junction block away from the IP. 7. Disconnect the wiring harnesses from the
junction block. 8. Remove the junction block.
INSTALLATION PROCEDURE
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fuse Block > Component Information > Service and
Repair > Relay/Fuse Center Replacement (Left) > Page 8856
1. Connect the body wiring harnesses to the junction block.
Tighten Tighten the body wiring harness connector bolts to 7 N.m (62 lb in).
2. Install the junction block tabs to the passenger knee bolster. 3. Install the junction block bolt.
Tighten Tighten the junction block bolt to 10 N.m (89 lb in).
4. Connect the body wiring harness to the junction block. 5. Install the instrument panel (IP)
compartment. 6. Install the RH IP fuse block access opening cover. 7. Connect the negative battery
cable.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Fusible Link > Component Information > Locations >
Fusible Links, IP Harness
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical
Service Bulletins > Electrical - Information For Electrical Ground Repair
Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair
INFORMATION
Bulletin No.: 10-08-45-001B
Date: October 25, 2010
Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with
Conductive Finish
Models:
2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty
Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and
Accessories).
Electrical Ground Repair Overview
Proper electrical system function relies on secure, stable and corrosion-free electrical ground
connections. Loose, stripped, or corroded connections increase the possibility of improper system
function and loss of module communication. These conditions may also lead to unnecessary
repairs and component replacement.
In general, electrical ground connections are accomplished using one, or a combination of the
following attachment methods:
- Welded M6 stud and nut
- Welded M6 nut and bolt
- Welded M8 nut and bolt
Determine which attachment method is used and perform the appropriate or alternative repair as
described in this bulletin.
M6 Weld Stud Replacement
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in)
clearance behind the panel surface and 20 mm (0.79 in)
clearance surrounding the M6 conductive rivet stud flange.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
3. Drill a 10 mm (0.40 in) diameter hole through the panel.
4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is
visible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical
Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8865
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9.
Completely wrap the threads of the rivet stud with painters tape or equivalent.
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the ground wire terminal and conductive nut to maintain a secure, stable and
corrosion-free electrical ground.
10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet
stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical
Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8866
15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6
conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive
nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in).
19. Verify proper system operation.
M6 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive
self-threading bolt may be used to secure the ground
wire terminal.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged
or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the
Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N
12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading
bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt.
8. Install the M7 conductive self-threading bolt and:
Tighten Tighten to 9 Nm (80 lb in).
9. Verify proper system operation.
M6 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt
and a M6 conductive nut may be used to secure
the electrical ground wire terminal. Refer to the Parts Information section of this bulletin.
2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground
location.
10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M6 conductive nut to the bolt and:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical
Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8867
Tighten Tighten to 8 Nm (71 lb in).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8
conductive bolt and a M8 conductive nut may be
used to secure the electrical ground wire terminal. Refer to the Parts Information section of this
bulletin.
2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel
surface and 20 mm (0.79 in) clearance surrounding
the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground
location.
10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M8 conductive nut to the bolt and:
Tighten Tighten to 22 Nm (16 lb ft).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6
conductive rivet stud and a M6 conductive nut
may be used to secure the electrical ground wire terminal.
2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the M6 conductive rivet stud flange.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical
Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8868
5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is
visible.
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement.
10. Completely wrap the threads of the rivet stud with painters tape or equivalent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical
Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8869
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable
and corrosion-free electrical ground.
11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet
stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18.
Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6
conductive nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in)
20. Verify proper system operation.
Parts Information
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Grounding Point > Component Information > Technical
Service Bulletins > Electrical - Information For Electrical Ground Repair > Page 8870
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Technical Service Bulletins > Customer Interest for Multiple Junction Connector: > 04-08-47-003 > Aug > 04 > BCM Security Lamp ON/No Crank/DTC's Set
Multiple Junction Connector: Customer Interest BCM - Security Lamp ON/No Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Technical Service Bulletins > Customer Interest for Multiple Junction Connector: > 04-08-47-003 > Aug > 04 > BCM Security Lamp ON/No Crank/DTC's Set > Page 8879
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Technical Service Bulletins > All Technical Service Bulletins for Multiple Junction Connector: > 04-08-47-003 > Aug > 04 >
BCM - Security Lamp ON/No Crank/DTC's Set
Multiple Junction Connector: All Technical Service Bulletins BCM - Security Lamp ON/No
Crank/DTC's Set
Bulletin No.: 04-08-47-003
Date: August 31, 2004
TECHNICAL
Subject: Security Light On, Engine Will Not Crank, Diagnostic Trouble Codes B2958 and/or B2960
(Repair Poor Terminal Connections at Body Control Module )
Models: 2000-2005 Chevrolet Impala, Monte Carlo
Condition
Some customers may comment on an engine that will not crank. Others may comment on the
security light being on.
Technicians may find DTCs (diagnostic trouble codes) B2958 and/or B2960.
Cause
These conditions may have several different causes. In each case, however, testing of the BCMs
(Body Control Modules) replaced for these conditions are frequently found to be operating to
specifications and are believed to have been replaced needlessly. A change was made to the BCM
hardware in February of 2003. An updated BCM can be identified by a GMAN169 or higher number
found on the BCM part label. This hardware change was made to prevent the remote possibility
that a BCM, built after the GMAN169 number, could be the cause of these conditions.
Correction
The following are the likely causes of these conditions:
1. Damaged or loose/unseated terminals in these BCM connectors may cause a security light or no
start condition:
^ BCM connector C1 (24-way, pink in color), terminal B9 (white wire, circuit 1459)
^ BCM connector C1 (24-way, pink in color), terminal B12 (black wire, circuit 1835)
^ BCM connector C2 (24-way, grey in color), terminal A3 (yellow wire, circuit 1836)
Important:
Use only approved tools for removal and testing of terminals. Do not use unapproved tools to probe
a terminal as this could cause damage. Use Probe Tool J 35616-6, from the J 35616-B terminal
test kit, to test the terminals in the BCM connector.
2. Check all the terminals in both BCM connectors, focusing on the three terminals listed above, for
damage and proper seating of the terminal in the connector. If no damage is noted, follow the
normal SI diagnostic procedures including clearing codes and attempting to duplicate the concern.
3. Always check for and clear all DTCs after recharging or disconnecting the battery. Attempt to
restart the vehicle only after all DTCs have been cleared. This will help prevent an unnecessary
BCM replacement due to false DTCs being set while servicing the battery.
4. A BCM should not be replaced when DTCs U1016 and/or U1064 have been set, even though
the BCM is turning on the security light. Diagnose and repair or replace components as directed by
the diagnostic procedures for these diagnostic trouble codes.
5. A current or history diagnostic trouble code B2958 in the BCM and a loss of battery voltage due
to a battery going dead or a battery disconnect may cause a no start condition upon recharging or
reconnecting the battery. Clearing the diagnostic trouble code will allow the vehicle to start.
6. The security light may turn on when the IPC (Instrument Panel Cluster) or PCM (Powertrain
Control Module) does not receive a state of health message from the BCM within a specified
window of time. DTCs U1016 or U1064 may set. Upon receiving the state of health message again,
the security light will go out and diagnostic trouble codes will go to history. If this happens
frequently, the vehicle may exhibit an intermittent or random flash of the security light.
Warranty Information
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Technical Service Bulletins > All Technical Service Bulletins for Multiple Junction Connector: > 04-08-47-003 > Aug > 04 >
BCM - Security Lamp ON/No Crank/DTC's Set > Page 8885
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199
Multiple Junction Connector: Diagrams C100 - C199
C101 (W/ RPO LA1)
Inline Connector C101
RPO LA1: For a Description of RPO Code(s) shown in this article refer to the RPO Code List found
at Vehicle/Application and ID See: Application and ID/RPO Codes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8888
Inline Connector C102
Inline Connector C104
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8889
Inline Connector C106
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8890
Inline Connector C110
C112
(24 cavities) Instrument panel harness to engine harness. (24 cavities) Engine harness to forward
lamp harness RH side of engine. (24 cavities) Engine wiring harness to the forward lamp wiring
harness, LH front side of the engine compartment
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8891
Inline Connector C113
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8892
Inline Connector C120
Inline Connector C125
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8893
Inline Connector C126
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8894
Multiple Junction Connector: Diagrams C200 - C299
Inline Connector C201 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8895
Inline Connector C201 (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8896
Inline Connector C203
Inline Connector C205 (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8897
Inline Connector C205 (Part 2 Of 2)
Inline Connector C209A (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8898
Inline Connector C209B (SEO)
Inline Connector C215
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8899
Inline Connector C216
Inline Connector C218
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8900
Inline Connector C220
Inline Connector C240
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8901
Inline Connector C255 (SEO)
Inline Connector C297 (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8902
Inline Connector C299A (SEO)
Inline Connector C299B (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8903
Multiple Junction Connector: Diagrams C300 - C399
Inline Connector C301 (2 Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8904
Inline Connector C301 (2 Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8905
Inline Connector C301 (4-Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8906
Inline Connector C301 (4-Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8907
Inline Connector C302 (2 Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8908
Inline Connector C302 (2 Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8909
Inline Connector C302 (4 Door) (Part 1 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8910
Inline Connector C302 (4 Door) (Part 2 Of 2)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8911
Inline Connector C306 (SEO)
Inline Connector C308 (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8912
Inline Connector C312
Inline Connector C315
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8913
Inline Connector C317
Inline Connector C355
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8914
Inline Connector C356
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8915
Inline Connector C373
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8916
Multiple Junction Connector: Diagrams C400 - C499
Inline Connector C400 (2 Door)
Inline Connector C400 (4 Door)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8917
Inline Connector C401
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8918
Inline Connector C405
Inline Connector C409 (SEO)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Multiple Junction Connector > Component Information >
Diagrams > C100 - C199 > Page 8919
Inline Connector C430
Inline Connector C435
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control
Modules
Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules
TECHNICAL
Bulletin No.: 09-06-03-004D
Date: December 08, 2010
Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle
Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion
(Disconnect Affected Connector and Apply Dielectric Lubricant)
Models:
2011 and Prior GM Passenger Cars and Trucks
Attention:
This repair can be applied to ANY electrical connection including, but not limited to: lighting, body
electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the
point where it prevents the full engagement of sealed connectors. A light coating on the terminal
surfaces is sufficient to correct the condition.
Supercede: This bulletin is being revised to update the Attention statement and add the 2011
model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System).
Condition
Some customers may comment on any of the following conditions:
- An intermittent no crank/no start
- Intermittent malfunction indicator lamp (MIL) illumination
- Intermittent service lamp illumination
- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.
Cause
This condition may be caused by a buildup of nonconductive insulating oxidized debris known as
fretting corrosion, occurring between two electrical contact surfaces of the connection or connector.
This may be caused by any of the following conditions:
- Vibration
- Thermal cycling
- Poor connection/terminal retention
- Micro motion
- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent
connections.
On high current power circuits this condition may cause permanent increases in the resistance and
may cause a device to become inoperative.
Representative List of Control Modules and Components
The following is only a representative list of control modules and components that may be affected
by this connection or connector condition and DOES NOT include every possible module or
component for every vehicle.
- Blower Control Module
- Body Control Module (BCM)
- Communication Interface Module (CIM)
- Cooling Fan Control Module
- Electronic Brake Control Module (EBCM)
- Electronic Brake and Traction Control Module (EBTCM)
- Electronic Suspension Control (ESC) Module
- Engine Control Module (ECM)
- Heating, Ventilation and Air Conditioning (HVAC) Control Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control
Modules > Page 8928
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control
Modules > Page 8929
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control
Modules > Page 8930
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > Customer Interest: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp ON/Driveability/No Start/DTC's
Set
Wiring Harness: Customer Interest Electrical - SES Lamp ON/Driveability/No Start/DTC's Set
Bulletin No.: 00-06-04-049B
Date: December 19, 2003
TECHNICAL
Subject: Various Driveability Symptoms - Malfunction Indicator Lamp (MIL) Illuminates
Intermittently, ABS Light On, DTCs Set, Engine Will Not Start (Repair Wire(s))
Models: 1997-2003 Buick Century, Regal Built Prior to 2/03 2000-2003 Chevrolet Impala, Monte
Carlo Built Prior to 2/03 1999-2001 Pontiac Grand Prix Built Prior to 10/1/00 - VIN Breakpoint
1F136536
Supercede:
This bulletin is being revised to add additional models and model years and to include possible
ABS indicator illuminated. Please discard Corporate Bulletin Number 00-06-04-049A (Section 06 Engine).
Condition
Some customers may comment on one or more of the following conditions:
^ Anti-Lock Brake System Warning Light illuminated
^ Intermittent MIL/Service Engine Soon indicator illuminated
^ Engine will not start
^ Engine stalls after start up
^ Various electrical system failures
^ Various driveability concerns
Cause
These conditions may be caused from the engine wiring harness chaffing against the mounting ring
on the A/C accumulator. This contact may cause a rub through to the wires enclosed in that
harness, resulting in the above conditions. Damage to the harness may also result in several
stored diagnostic trouble codes.
Correction
Inspect and repair any damaged wires. Use the procedure listed below.
Note:
Do not install plastic conduit over the repaired area. Doing so may damage the A/C accumulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > Customer Interest: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp ON/Driveability/No Start/DTC's
Set > Page 8935
1. Inspect and repair any damaged wires at the suspected area (1). Refer to Wiring Repairs in the
Wiring Systems sub-section of the Service Manual. Wrap the repaired area with 3M(R) Electrical
Moisture Sealant Patches, P/N 06149, or equivalent. Wrap the entire area of contact with friction
material , P/N 22617849, to protect it from future damage.
2. Verify proper installation of the harness clamp that attaches the harness to the transmission.
Reinstall if necessary.
3. Reposition the repaired harness away from the A/C accumulator. Pull the harness through the
clamp at the transmission to remove any slack.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > Customer Interest: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp ON/Driveability/No Start/DTC's
Set > Page 8936
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL
ON/DTC's Set By Various Control Modules
Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control
Modules
TECHNICAL
Bulletin No.: 09-06-03-004D
Date: December 08, 2010
Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle
Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion
(Disconnect Affected Connector and Apply Dielectric Lubricant)
Models:
2011 and Prior GM Passenger Cars and Trucks
Attention:
This repair can be applied to ANY electrical connection including, but not limited to: lighting, body
electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the
point where it prevents the full engagement of sealed connectors. A light coating on the terminal
surfaces is sufficient to correct the condition.
Supercede: This bulletin is being revised to update the Attention statement and add the 2011
model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System).
Condition
Some customers may comment on any of the following conditions:
- An intermittent no crank/no start
- Intermittent malfunction indicator lamp (MIL) illumination
- Intermittent service lamp illumination
- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.
Cause
This condition may be caused by a buildup of nonconductive insulating oxidized debris known as
fretting corrosion, occurring between two electrical contact surfaces of the connection or connector.
This may be caused by any of the following conditions:
- Vibration
- Thermal cycling
- Poor connection/terminal retention
- Micro motion
- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent
connections.
On high current power circuits this condition may cause permanent increases in the resistance and
may cause a device to become inoperative.
Representative List of Control Modules and Components
The following is only a representative list of control modules and components that may be affected
by this connection or connector condition and DOES NOT include every possible module or
component for every vehicle.
- Blower Control Module
- Body Control Module (BCM)
- Communication Interface Module (CIM)
- Cooling Fan Control Module
- Electronic Brake Control Module (EBCM)
- Electronic Brake and Traction Control Module (EBTCM)
- Electronic Suspension Control (ESC) Module
- Engine Control Module (ECM)
- Heating, Ventilation and Air Conditioning (HVAC) Control Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL
ON/DTC's Set By Various Control Modules > Page 8942
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL
ON/DTC's Set By Various Control Modules > Page 8943
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 09-06-03-004D > Dec > 10 > Electrical - MIL
ON/DTC's Set By Various Control Modules > Page 8944
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information
For Electrical Ground Repair
Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair
INFORMATION
Bulletin No.: 10-08-45-001B
Date: October 25, 2010
Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with
Conductive Finish
Models:
2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty
Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and
Accessories).
Electrical Ground Repair Overview
Proper electrical system function relies on secure, stable and corrosion-free electrical ground
connections. Loose, stripped, or corroded connections increase the possibility of improper system
function and loss of module communication. These conditions may also lead to unnecessary
repairs and component replacement.
In general, electrical ground connections are accomplished using one, or a combination of the
following attachment methods:
- Welded M6 stud and nut
- Welded M6 nut and bolt
- Welded M8 nut and bolt
Determine which attachment method is used and perform the appropriate or alternative repair as
described in this bulletin.
M6 Weld Stud Replacement
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in)
clearance behind the panel surface and 20 mm (0.79 in)
clearance surrounding the M6 conductive rivet stud flange.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
3. Drill a 10 mm (0.40 in) diameter hole through the panel.
4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is
visible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information
For Electrical Ground Repair > Page 8949
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9.
Completely wrap the threads of the rivet stud with painters tape or equivalent.
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the ground wire terminal and conductive nut to maintain a secure, stable and
corrosion-free electrical ground.
10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet
stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information
For Electrical Ground Repair > Page 8950
15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6
conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive
nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in).
19. Verify proper system operation.
M6 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive
self-threading bolt may be used to secure the ground
wire terminal.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged
or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the
Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N
12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading
bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt.
8. Install the M7 conductive self-threading bolt and:
Tighten Tighten to 9 Nm (80 lb in).
9. Verify proper system operation.
M6 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt
and a M6 conductive nut may be used to secure
the electrical ground wire terminal. Refer to the Parts Information section of this bulletin.
2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground
location.
10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M6 conductive nut to the bolt and:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information
For Electrical Ground Repair > Page 8951
Tighten Tighten to 8 Nm (71 lb in).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8
conductive bolt and a M8 conductive nut may be
used to secure the electrical ground wire terminal. Refer to the Parts Information section of this
bulletin.
2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel
surface and 20 mm (0.79 in) clearance surrounding
the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground
location.
10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M8 conductive nut to the bolt and:
Tighten Tighten to 22 Nm (16 lb ft).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6
conductive rivet stud and a M6 conductive nut
may be used to secure the electrical ground wire terminal.
2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the M6 conductive rivet stud flange.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information
For Electrical Ground Repair > Page 8952
5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is
visible.
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement.
10. Completely wrap the threads of the rivet stud with painters tape or equivalent.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information
For Electrical Ground Repair > Page 8953
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable
and corrosion-free electrical ground.
11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet
stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18.
Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6
conductive nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in)
20. Verify proper system operation.
Parts Information
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information
For Electrical Ground Repair > Page 8954
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument
Panel & General Wiring Repair
Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring
Repair
Bulletin No.: 06-08-45-004
Date: May 02, 2006
INFORMATION
Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair
Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3
Important:
A part restriction has been implemented on all Body and I/P harnesses and is being administered
by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a
harness to be built and delivered to a dealer. The dealer technician is expected to repair any
harness damage as the first and best choice before replacing a harness.
In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be
repaired instead of replaced. If there is a question concerning which connector and/or terminal you
are working on, refer to the information in the appropriate Connector End Views in SI. The
Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal remove information.
Important:
There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink
tube (used in high heat area pigtail replacement) and some TPAs that are not available from
GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon
as it arrives at the dealer.
Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair
Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for
this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001
for more information.
The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal removal information.
U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and
Hands-on) are available through the GM Training website. Refer to Resources and then Training
Materials for a complete list of available courses.
Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available
courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual.
Wiring repair information is also available in Service Information (SI). The Wiring Repair section
contains information for the following types of wiring repairs:
- Testing for intermittent conditions and poor conditions
- Flat wire repairs
- GMLAN wiring repairs
- High temperature wiring repairs
- Splicing copper wire using splice clips
- Splicing copper wire using splice sleeves
- Splicing twisted or shielded cable
- Splicing inline harness diodes
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument
Panel & General Wiring Repair > Page 8959
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp
ON/Driveability/No Start/DTC's Set
Wiring Harness: All Technical Service Bulletins Electrical - SES Lamp ON/Driveability/No
Start/DTC's Set
Bulletin No.: 00-06-04-049B
Date: December 19, 2003
TECHNICAL
Subject: Various Driveability Symptoms - Malfunction Indicator Lamp (MIL) Illuminates
Intermittently, ABS Light On, DTCs Set, Engine Will Not Start (Repair Wire(s))
Models: 1997-2003 Buick Century, Regal Built Prior to 2/03 2000-2003 Chevrolet Impala, Monte
Carlo Built Prior to 2/03 1999-2001 Pontiac Grand Prix Built Prior to 10/1/00 - VIN Breakpoint
1F136536
Supercede:
This bulletin is being revised to add additional models and model years and to include possible
ABS indicator illuminated. Please discard Corporate Bulletin Number 00-06-04-049A (Section 06 Engine).
Condition
Some customers may comment on one or more of the following conditions:
^ Anti-Lock Brake System Warning Light illuminated
^ Intermittent MIL/Service Engine Soon indicator illuminated
^ Engine will not start
^ Engine stalls after start up
^ Various electrical system failures
^ Various driveability concerns
Cause
These conditions may be caused from the engine wiring harness chaffing against the mounting ring
on the A/C accumulator. This contact may cause a rub through to the wires enclosed in that
harness, resulting in the above conditions. Damage to the harness may also result in several
stored diagnostic trouble codes.
Correction
Inspect and repair any damaged wires. Use the procedure listed below.
Note:
Do not install plastic conduit over the repaired area. Doing so may damage the A/C accumulator.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp
ON/Driveability/No Start/DTC's Set > Page 8964
1. Inspect and repair any damaged wires at the suspected area (1). Refer to Wiring Repairs in the
Wiring Systems sub-section of the Service Manual. Wrap the repaired area with 3M(R) Electrical
Moisture Sealant Patches, P/N 06149, or equivalent. Wrap the entire area of contact with friction
material , P/N 22617849, to protect it from future damage.
2. Verify proper installation of the harness clamp that attaches the harness to the transmission.
Reinstall if necessary.
3. Reposition the repaired harness away from the A/C accumulator. Pull the harness through the
clamp at the transmission to remove any slack.
Parts Information
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use the table.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Technical Service Bulletins for Wiring Harness: > 00-06-04-049B > Dec > 03 > Electrical - SES Lamp
ON/Driveability/No Start/DTC's Set > Page 8965
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For
Electrical Ground Repair
Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair
INFORMATION
Bulletin No.: 10-08-45-001B
Date: October 25, 2010
Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with
Conductive Finish
Models:
2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2,
H3 2009 and Prior Saab 9-7X
Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty
Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and
Accessories).
Electrical Ground Repair Overview
Proper electrical system function relies on secure, stable and corrosion-free electrical ground
connections. Loose, stripped, or corroded connections increase the possibility of improper system
function and loss of module communication. These conditions may also lead to unnecessary
repairs and component replacement.
In general, electrical ground connections are accomplished using one, or a combination of the
following attachment methods:
- Welded M6 stud and nut
- Welded M6 nut and bolt
- Welded M8 nut and bolt
Determine which attachment method is used and perform the appropriate or alternative repair as
described in this bulletin.
M6 Weld Stud Replacement
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in)
clearance behind the panel surface and 20 mm (0.79 in)
clearance surrounding the M6 conductive rivet stud flange.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
3. Drill a 10 mm (0.40 in) diameter hole through the panel.
4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is
visible.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For
Electrical Ground Repair > Page 8971
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9.
Completely wrap the threads of the rivet stud with painters tape or equivalent.
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the ground wire terminal and conductive nut to maintain a secure, stable and
corrosion-free electrical ground.
10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet
stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
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Electrical Ground Repair > Page 8972
15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6
conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive
nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in).
19. Verify proper system operation.
M6 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive
self-threading bolt may be used to secure the ground
wire terminal.
2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged
or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the
Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N
12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading
bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt.
8. Install the M7 conductive self-threading bolt and:
Tighten Tighten to 9 Nm (80 lb in).
9. Verify proper system operation.
M6 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt
and a M6 conductive nut may be used to secure
the electrical ground wire terminal. Refer to the Parts Information section of this bulletin.
2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground
location.
10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M6 conductive nut to the bolt and:
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For
Electrical Ground Repair > Page 8973
Tighten Tighten to 8 Nm (71 lb in).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8
conductive bolt and a M8 conductive nut may be
used to secure the electrical ground wire terminal. Refer to the Parts Information section of this
bulletin.
2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel
surface and 20 mm (0.79 in) clearance surrounding
the new electrical ground site.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface
surrounding the ground location and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the
area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive
bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground
location.
10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the
M8 conductive nut to the bolt and:
Tighten Tighten to 22 Nm (16 lb ft).
Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free
electrical ground.
12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 13. Verify proper system operation.
M8 Weld Nut Alternative Repair
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground
repair.
1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6
conductive rivet stud and a M6 conductive nut
may be used to secure the electrical ground wire terminal.
2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind
the panel surface and 20 mm (0.79 in) clearance
surrounding the M6 conductive rivet stud flange.
3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site
and allow to dry.
Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled.
4. Drill a 10 mm (0.40 in) diameter hole through the panel.
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Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For
Electrical Ground Repair > Page 8974
5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is
visible.
Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of
0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any
air gaps to ensure a good ground.
6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin.
Note Use the GE-50317 rivet stud tool kit.
7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool
(2) with the groove and flare side facing the rivet
stud, then the washer and the M6 nut (3).
8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive
rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement.
10. Completely wrap the threads of the rivet stud with painters tape or equivalent.
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Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For
Electrical Ground Repair > Page 8975
Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the
installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable
and corrosion-free electrical ground.
11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and
Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective
material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet
stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet
stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric
Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet
stud.
Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is
a small motion between electrical contacts. The oxidized wear debris can accumulate at the
electrical contact points causing the electrical resistance across the connection to increase.
16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground
wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18.
Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6
conductive nut to the rivet stud and:
Tighten Tighten to 8 Nm (71 lb in)
20. Verify proper system operation.
Parts Information
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use:
Warranty Information (Saab Models)
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Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wiring Harness: > 10-08-45-001B > Oct > 10 > Electrical - Information For
Electrical Ground Repair > Page 8976
For vehicles repaired under warranty, use the table.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Power and Ground Distribution > Wiring Harness > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel
& General Wiring Repair
Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring
Repair
Bulletin No.: 06-08-45-004
Date: May 02, 2006
INFORMATION
Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair
Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3
Important:
A part restriction has been implemented on all Body and I/P harnesses and is being administered
by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a
harness to be built and delivered to a dealer. The dealer technician is expected to repair any
harness damage as the first and best choice before replacing a harness.
In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be
repaired instead of replaced. If there is a question concerning which connector and/or terminal you
are working on, refer to the information in the appropriate Connector End Views in SI. The
Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal remove information.
Important:
There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink
tube (used in high heat area pigtail replacement) and some TPAs that are not available from
GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon
as it arrives at the dealer.
Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair
Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for
this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001
for more information.
The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal
Repair Kit, also has terminal crimping and terminal removal information.
U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and
Hands-on) are available through the GM Training website. Refer to Resources and then Training
Materials for a complete list of available courses.
Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available
courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual.
Wiring repair information is also available in Service Information (SI). The Wiring Repair section
contains information for the following types of wiring repairs:
- Testing for intermittent conditions and poor conditions
- Flat wire repairs
- GMLAN wiring repairs
- High temperature wiring repairs
- Splicing copper wire using splice clips
- Splicing copper wire using splice sleeves
- Splicing twisted or shielded cable
- Splicing inline harness diodes
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Service Bulletins > All Other Service Bulletins for Wiring Harness: > 06-08-45-004 > May > 06 > Electrical - Instrument Panel
& General Wiring Repair > Page 8981
Disclaimer
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Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins >
Steering/Suspension - Wheel Alignment Specifications
Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications
WARRANTY ADMINISTRATION
Bulletin No.: 05-03-07-009C
Date: December 09, 2010
Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles
Models:
2011 and Prior GM Passenger Cars and Light Duty Trucks
Supercede: This bulletin is being extensively revised to provide technicians and warranty
administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF
WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT
SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension).
Purpose
The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors'
warranty service requirements and recommendations for customer concerns related to wheel
alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel
Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty
service.
Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING
YOUR NEXT GM WHEEL ALIGNMENT SERVICE.
The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a
successful wheel alignment service.
1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension
and steering configurations. Vehicles
modified in any of these areas are not covered for wheel alignment warranty.
2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is
within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for
labor operations E2000 and E2020.
The following information must be documented or attached to the repair order:
- Customer concern in detail
- What corrected the customer concern?
- If a wheel alignment is performed:
- Consult SI for proper specifications.
- Document the "Before" AND "After" wheel alignment measurements/settings.
- Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin)
5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the
appropriate calibration maintenance schedules.
Important If it is determined that a wheel alignment is necessary under warranty, use the proper
labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel
Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for
other component repairs is to be charged to the component that causes a wheel alignment
operation.).
The following flowchart is to help summarize the information detailed in this bulletin and should be
used whenever a wheel alignment is performed.
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Steering/Suspension - Wheel Alignment Specifications > Page 8987
Verify Original Equipment Condition of the Vehicle
- Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are
on the vehicle.
- Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have
NOT been done to the vehicle.
- Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision
damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles,
suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact.
- Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving
may show up by looking at the tires and condition of the vehicle.
- Check for other additional equipment items that may significantly affect vehicle mass such as
large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in
trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and
wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed
semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of
these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with
equipment such as the above.)
Customer Concerns, "Normal Operation" Conditions and "Mileage Policy"
Possible Concerns
The following are typical conditions that may require wheel alignment warranty service:
1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of
effort required at the steering wheel to maintain the
vehicle's straight heading."
Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle
Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull
concerns can be due to road crown or road slope, tires, wheel alignment or even in rare
circumstances a steering gear issue. Lead/pull concerns due to road crown are considered
"Normal Operation" and are NOT a warrantable condition -- the customer should be advised that
this is "Normal Operation."
Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a
level condition. If so, this is more likely a "steering wheel angle" concern because the customer is
"steering" the vehicle to obtain a "level" steering wheel.
2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined
as the steering wheel angle (clocking)
deviation from "level" while maintaining a straight heading on a typical straight road.
3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the
shoulders of tires is NOT considered unusual and
should even out with a tire rotation; if the customer is concerned about a "feathering" condition of
the tires, the customer could be advised to rotate the tires earlier than the next scheduled
mileage/maintenance interval (but no later than the next interval). Be sure to understand the
customer's driving habits as this will also heavily influence the tire wear performance; tire wear from
aggressive or abusive driving habits is NOT a warrantable condition.
Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is
"normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can
show evidence of feathering from the factory. These issues do NOT affect the overall performance
and tread life of the tire. Dealer personnel should always check the customer's maintenance
records to ensure that tire inflation pressure is being maintained to placard and that the tires are
being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be
performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below.
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Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins >
Steering/Suspension - Wheel Alignment Specifications > Page 8988
Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center
Ribs
Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder
Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear
Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear
Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the
repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center
wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF,
LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life,
etc. A field product report with pictures of the tire wear condition is recommended. Refer to
Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C.
4. Other repairs that affect wheel alignment; e.g., certain component replacement such as
suspension control arm replacement, engine cradle
adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock,
steering knuckle, etc. may require a wheel alignment.
Important If other components or repairs are identified as affecting the wheel alignment, policy calls
for the wheel alignment labor time to be charged to the replaced/repaired component's labor
operation time rather than the wheel alignment labor operations.
Important Vibration type customer concerns are generally NOT due to wheel alignment except in
the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are
NOT to be performed as an investigation/correction for vibration concerns.
"Normal Operation" Conditions
Vehicle Lead/Pull Due to Road Crown or Slope:
As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope.
Be sure to verify from the customer the types of roads they are driving as they may not recognize
the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires
significant steering effort to prevent it from "climbing" the road crown there may be an issue to be
looked into further.
Important
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Steering/Suspension - Wheel Alignment Specifications > Page 8989
A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within
"Normal Operation."
Mileage Policy
The following mileage policy applies for E2020 and E2000 labor operations: Note
Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana
Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing
the vehicles.
- 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to
the tie down during shipping, the vehicle's suspension requires some time to reach normal
operating position. For this reason, new vehicles are generally NOT to be aligned until they have
accumulated at least 800 km (500 mi). A field product report should accompany any claim within
this mileage range.
- 801-12,000 km (501-7,500 mi):
- If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle
steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be
apparent early in the life of the vehicle. The following policy applies:
- Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT,
Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and
Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required
- All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above:
E2000/E2020 Claims: Dealer Service Manager Authorization Required
- 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible
for the wheel alignment expense or dealers may provide on a case-by case basis a one-time
customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component
required the use of the subject labor operations, the identified defective component labor operation
will include the appropriate labor time for a wheel alignment as an add condition to the component
repair.
Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN.
Warranty Documentation Requirements
When a wheel alignment service has been deemed necessary, the following items will need to be
clearly documented on/with the repair order:
- Customer concern in detail
- What corrected the customer concern?
- If a wheel alignment is performed:
- Consult SI for proper specifications.
- Document the "Before" AND "After" wheel alignment measurements/settings.
- Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin)
1. Document the customer concern in as much detail as possible on the repair order and in the
warranty administration system. Preferred examples:
- Steering wheel is off angle in the counterclockwise direction by approximately x degrees or
clocking position.
- Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe,
Moderate or Slight.
- RF and LF tires are wearing on the outside shoulders with severe feathering.
Important In the event of a lead/pull or steering wheel angle concern, please note the direction of
lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the
repair order and within the warranty claim verbatim.
Important In the event of a tire wear concern, please note the position on the vehicle and where the
wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder.
2. Document the technician's findings on cause and correction of the issue. Examples:
- Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees
to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees.
- Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of
+0.30 degrees to 0.00 degrees on the vehicle.
- Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees.
3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the
Repair Order or if print-out capability is not
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Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins >
Steering/Suspension - Wheel Alignment Specifications > Page 8990
available, measurements may also be clearly and legibly handwritten into the Wheel Alignment
Repair Order Questionnaire attached to this bulletin.
4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of
"Before" and "After" wheel alignment measurements to
the Repair Order and retain for use by GM.
Wheel Alignment Equipment and Process
Wheel alignments must be performed with a quality machine that will give accurate results when
performing checks. "External Reference" (image-based camera technology) is preferred. Please
refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment
Requirements and Recommendations.
Requirements:
- Computerized four wheel alignment system.
- Computer capable of printing before and after alignment reports.
- Computer capable of time and date stamp printout.
- Racking system must have jacking capability
- Racking system must be capable of level to 1.6 mm (1/16 in)
- Appropriate wheel stops and safety certification
- Built-in turn plates and slip plates
- Wheel clamps capable of attaching to 20" or larger wheels
- Racking capable of accepting any GM passenger car or light duty truck
- Operator properly trained and ASE-certified (U.S. only) in wheel alignment
Recommendations:
Racking should have front and rear jacking capability.
Equipment Maintenance and Calibration:
Alignment machines must be regularly calibrated in order to give correct information. Most
manufacturers recommend the following:
- Alignment machines with "internal reference" sensors should be checked (and calibrated, if
necessary) every six months.
- Alignment machines with "external reference" (image-based camera technology) should be
checked (and calibrated, if necessary) once a year.
- Racks must be kept level to within 1.6 mm (1/16 in).
- If any instrument that is part of the alignment machine is dropped or damaged in some way,
check the calibration immediately.
Check with the manufacturer of your specific equipment for their recommended service/calibration
schedule.
Wheel Alignment Process
When performing wheel alignment measurement and/or adjustment, the following steps should be
taken:
Preliminary Steps:
1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels
and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4.
Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for
looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to
stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate
for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI).
Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the
wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the
specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads,
such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's
instructions.
Measure/Adjust:
Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify
that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date
by comparing these to the wheel alignment specifications for the appropriate model and model year
in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments,
irregular and/or premature tire wear and repeat customer concerns
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins >
Steering/Suspension - Wheel Alignment Specifications > Page 8991
Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear
wheel alignment angles first in order to obtain proper front wheel alignment angles.
Perform the following steps in order to measure the front and rear alignment angles:
1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front
and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment
angles and record the readings.
If necessary, adjust the wheel alignment to vehicle specification and record the before and after
measurements. Refer to Wheel Alignment Specifications in SI.
Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only
source of GM wheel alignment specifications that is kept up-to-date throughout the year.
Test drive vehicle to ensure proper repair.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins >
Steering/Suspension - Wheel Alignment Specifications > Page 8992
Frame Angle Measurement (Express / Savana Only) ........
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Technical Service Bulletins >
Steering/Suspension - Wheel Alignment Specifications > Page 8993
What corrected the customer concern and was the repair verified?
Please Explain: .............
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Wheel
Alignment Specifications
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Wheel
Alignment Specifications > Page 8996
Alignment: Specifications Ride/Trim Height Specifications
Trim Height Specifications
Measuring Z Height
Measuring D Height
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Wheel
Alignment Specifications > Page 8997
Measuring J or K Height
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Specifications > Wheel
Alignment Specifications > Page 8998
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation >
Camber Description
Alignment: Description and Operation Camber Description
Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle.
When the wheels tilt outward at the top, as shown, the camber is positive (+). When the wheels tilt
inward, the camber is negative (-). The amount of tilt measured in degrees from the vertical is
known as the camber angle. Camber influences both directional control and tire wear. Excessive
camber results in tire wear and causes the vehicle to pull or lead to the side with the most positive
camber. Camber adjustment is available at both the front and the rear wheels.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation >
Camber Description > Page 9001
Alignment: Description and Operation Caster Description
Caster is the tilting of the uppermost point of the steering axis, either forward or backward from the
vertical, when viewed from the side of the vehicle. A backward tilt at the top is positive (+) and a
forward tilt is negative (-). Caster influences the directional control of the steering, but caster does
not affect tire wear. One wheel with more positive caster than the other wheel causes that wheel to
pull toward the center of the vehicle. The vehicle will move or lead toward that side with the least
amount of positive caster.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation >
Camber Description > Page 9002
Alignment: Description and Operation Toe Description
Toe-in is the turning-in of the wheels, while toe-out is the turning-out of the wheels from the
geometric centerline/thrust line. The purpose of toe is to ensure parallel rolling of the wheels. Toe
also serves to offset the small deflections of the wheel support system which occur whenever the
vehicle is rolling forward. Even when the wheels are set to toe-in or toe-out, the wheels tend to roll
parallel on the road when the vehicle is moving.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation >
Camber Description > Page 9003
Alignment: Description and Operation Thrust Angle Description
The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action
relates to the thrust angle. The thrust angle is the path that the rear wheels take. Ideally, the thrust
angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the
left rear wheel, moving the thrust line off center. The resulting deviation (3) from the centerline is
the thrust angle (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation >
Camber Description > Page 9004
Alignment: Description and Operation
Camber Description
Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle.
When the wheels tilt outward at the top, as shown, the camber is positive (+). When the wheels tilt
inward, the camber is negative (-). The amount of tilt measured in degrees from the vertical is
known as the camber angle. Camber influences both directional control and tire wear. Excessive
camber results in tire wear and causes the vehicle to pull or lead to the side with the most positive
camber. Camber adjustment is available at both the front and the rear wheels.
Caster Description
Caster is the tilting of the uppermost point of the steering axis, either forward or backward from the
vertical, when viewed from the side of the vehicle. A backward tilt at the top is positive (+) and a
forward tilt is negative (-). Caster influences the directional control of the steering, but caster does
not affect tire wear. One wheel with more positive caster than the other wheel causes that wheel to
pull toward the center of the vehicle. The vehicle will move or lead toward that side with the least
amount of positive caster.
Toe Description
Toe-in is the turning-in of the wheels, while toe-out is the turning-out of the wheels from the
geometric centerline/thrust line. The purpose of toe is to
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation >
Camber Description > Page 9005
ensure parallel rolling of the wheels. Toe also serves to offset the small deflections of the wheel
support system which occur whenever the vehicle is rolling forward. Even when the wheels are set
to toe-in or toe-out, the wheels tend to roll parallel on the road when the vehicle is moving.
Thrust Angle Description
The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action
relates to the thrust angle. The thrust angle is the path that the rear wheels take. Ideally, the thrust
angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the
left rear wheel, moving the thrust line off center. The resulting deviation (3) from the centerline is
the thrust angle (1).
Frame Misalignment Description
The frame is a rubber isolated sub-frame in the front of the vehicle. The frame supports the engine
and the transaxle. The frame provides the mounting point for the front suspension lower control
arms. The frame in the upper illustration is normal. Any misalignment of the frame, as shown,
causes a misalignment of the front wheels. Movement of the frame usually causes an increase in
caster on one side of the vehicle and a decrease in caster on the other side of the vehicle. This can
cause the following conditions: Cause the exhaust system to bind up
- Cause problems with the control cables
- Cause unacceptable noises and/or sounds
Check the frame for any obvious damage. In the illustration, the frame (1) is moved toward the
rear. The left lower control arm and the left ball joint are moved toward the rear, changing the
caster on the left side only. The top of the strut cannot move because the strut is mounted to the
strut tower in the body.
General Description
Wheel alignment refers to the angular relationship between the following: The wheels
- The suspension attaching parts
- The ground
Four Wheel Alignment
Perform a complete wheel alignment check whenever a service check is deemed necessary. This
check includes the measurement of all four wheels. The fuel economy and the tire life increases
when the vehicle is geometrically aligned. Additionally, the steering and the performance maximize.
Lead/Pull Description
Lead is the deviation of the vehicle from a straight path on a level road, without hand pressure on
the steering wheel. Lead is usually the result of one of the following conditions: 1. Tire construction.
Refer to Vibration Diagnosis and Correction under Steering and Suspension Testing and
Inspection. Refer also to General
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Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Description and Operation >
Camber Description > Page 9006
Description in Wheels, Tires and Alignment.
2. Uneven parking brake adjustment. Refer to Park Brake Cable Service/Adjustment in Brakes. 3.
Wheel Alignment The way in which a tire is built may produce lead. Rear tires do not cause lead.
Memory Steer Description
Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned
the vehicle. Additionally, after turning in the opposite direction, the vehicle will want to lead or pull in
that direction.
Setback Description
Setback applies to both the front and the rear wheels. Setback is the amount that one wheel
spindle may be aligned behind the other wheel spindle. In the illustration, the left side frame (1) is
moved toward the rear, causing a misalignment. Setback may be the result of a road hazard or a
collision. The first clue is a caster difference from side-to-side of more than one degree.
Torque Steer Description
A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the
other direction during deceleration. The following factors may cause torque steer to be more
apparent on a particular vehicle: A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires
for differences in the brand, the construction, or the size. If the tires appear to be similar, change
the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most
significant effect on torque steer correction.
- A large difference in the right and left front tire pressure
- Left-to-right differences in the front view axle angle may cause significant steering pull in a
vehicle. The pull will be to the side with the most downward sloping axle from the differential to the
wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level
ground may be used as an indication of bias axle angles. The side with the higher transaxle pan
(shown on the left side of the illustration) has the most downward sloping axle angle.
Wander Description
Wander is the undesirable drifting or deviation of a vehicle toward either side from a straight path
with hand pressure on the steering wheel. Wander is a symptom of a vehicle's sensitivity to
external disturbances, such as road crown and crosswind. A poor, on-center steering feel
accentuates a wander condition.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection
Alignment: Service and Repair Preliminary Alignment Inspection
Loose and worn suspension parts prevents an accurate setting of alignment angles. Before you
make any alignment adjustments, ensure the correctness of the alignment readings and the
adjustments: Check the tires for proper inflation pressures. Refer to Tire Inflation Pressure Specifications.
- Check the tires for normal tread wear.
- Check the hub and bearing for excessive wear.
- Check the ball joints and the tie rods for looseness.
- Inspect the wheels and tires for runout, resulting from bent wheels or faulty tires.
- Inspect vehicle trim heights. If the trim heights are not within specifications, make necessary
corrections before adjusting the alignment. Refer to Trim Height Specifications in Suspension
General Diagnosis.
- Check the steering gear for looseness at the frame.
- Check the struts for improper operation.
- Inspect the control arms for loose or worn bushings.
- Check the stabilizer shaft attachments for loose or missing components.
- Check the alignment pins for improper frame alignment to the body.
- Check the frame fasteners for proper torque.
- Check the frame insulators for wear or damage.
Before checking the alignment, become familiar with the instructions that are furnished by the
equipment manufacturer. Methods will vary with different equipment. Regardless of the equipment
used for adjusting the alignment, always keep the vehicle on a level surface, both fore-and-aft and
sideways.
Important:
- Check and set the alignment with a full fuel tank.
- Jounce the vehicle three times before you check the alignment in order to eliminate false
readings.
- Hold the front and the rear suspensions to the specified dimensions. Refer to Trim Height
Specifications in Suspension General Diagnosis.
- Set the toe left side adjustment and the toe right side adjustment separately per wheel. Hold the
steering wheel level at O degrees plus or minus 3.5 degrees. Cross caster within 0.75 degrees.
- Cross camber within 0.75 degrees.
Adjust
Perform four wheel alignment adjustments in the following order: 1. Rear wheel camber 2. Rear
wheel toe and tracking 3. Front wheel camber 4. Front wheel toe and steering wheel angle
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9009
Alignment: Service and Repair Pre-Alignment Road Test With Customer
Perform a road test on the vehicle with the customer. The road test may help to identify many faulty
parts:
- Worn control arm bushings or strut bearings
- Weak strut dampeners
- Loose power steering gear mounts
- Wheel bearings
- Tires
Obvious conditions must be brought to the customer's attention before beginning an alignment. A
waddle feeling in the back of the vehicle often indicates the occurrence of a bent rim and/or a belt
shift in one of the rear tires. Vibration in the steering wheel or in the floor pan is often the result of
static imbalance or radial runout of the front tires.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9010
Alignment: Service and Repair Measuring Wheel Alignment
Important: This vehicle requires a four wheel alignment. Set the rear wheel alignment angles first to
obtain proper front alignment angles.
1. Following the manufacturer's instructions to install alignment equipment. 2. Prior to checking
alignment perform the following actions:
- Jounce the front bumper 3 times
- Jounce the rear bumper 3 times
3. Measure and record the alignment angles. Refer to Wheel Alignment Specifications (Front) or
Wheel Alignment Specifications (Rear).
Important: When making adjustments to the vehicle set the left side to specifications first. Use the
actual readings on the left side as targets for the right side to achieve a minimal cross variance.
4. Make the adjustments that are necessary. 5. Check toe AFTER changing Camber. 6. Check for
damaged suspension members if proper specifications cannot be obtained.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9011
Alignment: Service and Repair Front Wheel Alignment
Front Camber Adjustment
Removal Procedure
1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and
wheel assemblies from the front and the rear axles. Refer to Tire and Wheel Removal and
Installation in Wheels, Tires and
Alignment.
3. Remove the strut from the vehicle. Refer to Strut Assembly Replacement in Steering and
Suspension.
4. Place the strut in a vise and file the hole lateral (oblong). Compare the appearance of the holes
before filing (2) with after filing (3):
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the strut to the vehicle. Refer to Strut Assembly Replacement in Steering and Suspension.
Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle.
2. Install the tire and wheel assemblies. Refer to Tire and Wheel Removal and Installation in
Wheels, Tires and Alignment.
3. Adjust the camber (1).
Tighten the strut-to-knuckle bolts to 122 Nm (90 ft. lbs.) Lower the vehicle.
Front Wheel Toe Adjustment
1. Perform the following steps to remove the small seal clamp: 2. Position the steering wheel in the
straight ahead position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9012
3. Loosen the hex nut on the tie rod (2). Turn the tie rod shaft (1) in order to obtain the proper toe
angle. Refer to Wheel Alignment Specifications
(Front) or Wheel Alignment Specifications (Rear).
4. Confirm the number of threads showing on each tie rod end is nearly equal.
Notice: Refer to Fastener Notice in Service Precautions.
5. Confirm that the tie rod ends (3) are square before you tighten the lock nuts (2).
Tighten the hex nuts at the tie rod ends to 68 Nm (50 ft. lbs.).
Important: Ensure the seals do not twist.
6. Install the seal clamps.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9013
Alignment: Service and Repair
Preliminary Alignment Inspection
Loose and worn suspension parts prevents an accurate setting of alignment angles. Before you
make any alignment adjustments, ensure the correctness of the alignment readings and the
adjustments: Check the tires for proper inflation pressures. Refer to Tire Inflation Pressure Specifications.
- Check the tires for normal tread wear.
- Check the hub and bearing for excessive wear.
- Check the ball joints and the tie rods for looseness.
- Inspect the wheels and tires for runout, resulting from bent wheels or faulty tires.
- Inspect vehicle trim heights. If the trim heights are not within specifications, make necessary
corrections before adjusting the alignment. Refer to Trim Height Specifications in Suspension
General Diagnosis.
- Check the steering gear for looseness at the frame.
- Check the struts for improper operation.
- Inspect the control arms for loose or worn bushings.
- Check the stabilizer shaft attachments for loose or missing components.
- Check the alignment pins for improper frame alignment to the body.
- Check the frame fasteners for proper torque.
- Check the frame insulators for wear or damage.
Before checking the alignment, become familiar with the instructions that are furnished by the
equipment manufacturer. Methods will vary with different equipment. Regardless of the equipment
used for adjusting the alignment, always keep the vehicle on a level surface, both fore-and-aft and
sideways.
Important:
- Check and set the alignment with a full fuel tank.
- Jounce the vehicle three times before you check the alignment in order to eliminate false
readings.
- Hold the front and the rear suspensions to the specified dimensions. Refer to Trim Height
Specifications in Suspension General Diagnosis.
- Set the toe left side adjustment and the toe right side adjustment separately per wheel. Hold the
steering wheel level at O degrees plus or minus 3.5 degrees. Cross caster within 0.75 degrees.
- Cross camber within 0.75 degrees.
Adjust
Perform four wheel alignment adjustments in the following order: 1. Rear wheel camber 2. Rear
wheel toe and tracking 3. Front wheel camber 4. Front wheel toe and steering wheel angle
Pre-Alignment Road Test With Customer
Perform a road test on the vehicle with the customer. The road test may help to identify many faulty
parts:
- Worn control arm bushings or strut bearings
- Weak strut dampeners
- Loose power steering gear mounts
- Wheel bearings
- Tires
Obvious conditions must be brought to the customer's attention before beginning an alignment. A
waddle feeling in the back of the vehicle often indicates the occurrence of a bent rim and/or a belt
shift in one of the rear tires. Vibration in the steering wheel or in the floor pan is often the result of
static imbalance or radial runout of the front tires.
Measuring Wheel Alignment
Important: This vehicle requires a four wheel alignment. Set the rear wheel alignment angles first to
obtain proper front alignment angles.
1. Following the manufacturer's instructions to install alignment equipment. 2. Prior to checking
alignment perform the following actions:
- Jounce the front bumper 3 times
- Jounce the rear bumper 3 times
3. Measure and record the alignment angles. Refer to Wheel Alignment Specifications (Front) or
Wheel Alignment Specifications (Rear).
Important: When making adjustments to the vehicle set the left side to specifications first. Use the
actual readings on the left side as targets for the right side to achieve a minimal cross variance.
4. Make the adjustments that are necessary. 5. Check toe AFTER changing Camber.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9014
6. Check for damaged suspension members if proper specifications cannot be obtained.
Front Camber Adjustment
Removal Procedure
1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and
wheel assemblies from the front and the rear axles. Refer to Tire and Wheel Removal and
Installation in Wheels, Tires and
Alignment.
3. Remove the strut from the vehicle. Refer to Strut Assembly Replacement in Steering and
Suspension.
4. Place the strut in a vise and file the hole lateral (oblong). Compare the appearance of the holes
before filing (2) with after filing (3):
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the strut to the vehicle. Refer to Strut Assembly Replacement in Steering and Suspension.
Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle.
2. Install the tire and wheel assemblies. Refer to Tire and Wheel Removal and Installation in
Wheels, Tires and Alignment.
3. Adjust the camber (1).
Tighten the strut-to-knuckle bolts to 122 Nm (90 ft. lbs.) Lower the vehicle.
Front Wheel Toe Adjustment
1. Perform the following steps to remove the small seal clamp: 2. Position the steering wheel in the
straight ahead position.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9015
3. Loosen the hex nut on the tie rod (2). Turn the tie rod shaft (1) in order to obtain the proper toe
angle. Refer to Wheel Alignment Specifications
(Front) or Wheel Alignment Specifications (Rear).
4. Confirm the number of threads showing on each tie rod end is nearly equal.
Notice: Refer to Fastener Notice in Service Precautions.
5. Confirm that the tie rod ends (3) are square before you tighten the lock nuts (2).
Tighten the hex nuts at the tie rod ends to 68 Nm (50 ft. lbs.).
Important: Ensure the seals do not twist.
6. Install the seal clamps.
Rear Camber Adjustment
Removal Procedure
1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and
wheel assemblies. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and
Alignment. 3. Remove the strut from the vehicle. Refer to Strut Assembly Replacement in Rear
Suspension.
4. Place the strut in a vise and file the upper strut-to-knuckle hole lateral (oblong). Compare the
appearance of the holes before filing (2) with after
filing (3).
Installation Procedure
Notice: Refer to Fastener Notice in Service Precautions.
1. Install the strut to the vehicle. Refer to Strut Assembly Replacement in Rear Suspension.
Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle.
2. Install the tire and wheel assemblies. Refer to Tire and Wheel Removal and Installation in
Wheels, Tires and Alignment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9016
3. Adjust the camber (1).
Tighten the strut-to-knuckle bolts to 122 Nm (90 ft. lbs.)
4. Lower the vehicle.
Rear Toe Adjustment
1. Loosen the hex nuts at the rear wheel spindle rod (rear).
2. Turn the adjusting nut to change the toe angle. 3. Adjust the toe to the proper setting. Refer to
Wheel Alignment Specifications (Front) or Wheel Alignment Specifications (Rear).
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Alignment > System Information > Service and Repair >
Preliminary Alignment Inspection > Page 9017
4. Tighten the hex nuts on the rear wheel spindle rod (rear).
Tighten the rear wheel spindle rod ends hex nuts to 50 Nm (37 ft. lbs.).
Alignment Rack Maintenance
Adjust the rack for level and for calibration according to the manufacturer's recommended intervals.
Refer to the alignment rack manufacturer's operators guide for information regarding the
adjustment.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Relays and Modules - Steering and Suspension > Relays and
Modules - Wheels and Tires > Tire Pressure Monitor Receiver / Transponder > Component Information > Technical Service
Bulletins > Tire Monitor System - TPM Sensor Information
Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Sensors and Switches - Steering and Suspension > Sensors
and Switches - Wheels and Tires > Tire Pressure Sensor > Component Information > Technical Service Bulletins > Tire
Monitor System - TPM Sensor Information
Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information
INFORMATION
Bulletin No.: 08-03-16-003
Date: May 12, 2008
Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to
Replacement Wheels and Allowable TPM Sensor Replacements
Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009
HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x
with On-Wheel TPM Sensors
TPM Sensor / Wheel Warranty Reviews
During the last warranty review period it was noted that wheels being returned under the GM New
Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to
the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM
sensors should not be returned to GM and are to be transferred to replacement wheels if they
become necessary.
Important:
Operational TPM Sensors that are returned under warranty to General Motors will be charged back
to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be
transferred if one or more wheels are replaced.
TPM Valve Stem / Grommet (0-ring) Replacement
When the TPM sensors are transferred to new wheels you should replace the component used to
seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the
outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The
sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except
Pontiac Vibe (4.0 N.m (35.4 lb in)).
Important:
^ DO NOT overtorque the retaining nut.
Notice:
^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps.
These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum
valve stems due to incompatibility of the metals.
On current style sensors the entire rubber stem is replaceable. The service interval on the revised
TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the
stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the
valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in).
For either style of TPM sensor see the service parts guide for the correct GM part numbers to order
and use.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information >
Description and Operation
Front Steering Knuckle: Description and Operation
The front knuckle is a machined aluminum casting. Do not use a hammer in order to loosen
suspension components from the knuckle. Suspension components which are attached to the
knuckle are made of steel. The following components have special coatings which prevent
corrosion:
- The front lower control arm ball stud
- The ABS sensor bracket
- The strut damper
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Front Steering Knuckle > Component Information >
Description and Operation > Page 9034
Front Steering Knuckle: Service and Repair
Removal Procedure
Tools Required J 41820 Ball Joint/Stud Separator
- J 24319-B Universal Steering Linkage Puller
1. Raise and suitably support the vehicle. 2. Remove the tire and wheel assembly. Refer to Tire
and Wheel Removal and Installation. 3. Remove the front wheel drive shaft bearing. Refer to Front
Wheel Drive Shaft Bearing Replacement. 4. Remove the front lower control arm ball
stud-to-knuckle cotter pin and nut. 5. Separate the front lower control arm stud from the front
steering knuckle using the J 41820 Ball Joint/Stud Separator. 6. Remove the outer tie rod end from
the steering knuckle. Use the J 24319-B. 7. Scribe the strut to the knuckle. 8. Remove the bolts
connecting the strut to the knuckle. 9. Remove the knuckle from the vehicle.
Installation Procedure
1. Install the knuckle to the vehicle.
Notice: Refer to Fastener Notice in Service Precautions.
2. Install the bolts which connect the strut to the knuckle.
Tighten the strut to knuckle bolts to 122 Nm (90 ft. lbs.).
3. Install the outer tie rod to the steering knuckle. 4. Connect the front lower control arm ball stud to
knuckle and install the front lower control arm ball stud nut.
Tighten the front lower control arm ball stud to knuckle nut to 20 Nm + 120° (15 ft. lbs. + 120°).
Align the slots to the front lower control arm ball stud nut with a cotter pin hole by tightening the nut.
Do NOT loosen the nut in order to align the holes for the cotter pin.
5. Install the front lower control arm ball stud cotter pin. 6. Install the front wheel drive shaft bearing.
Refer to Front Wheel Drive Shaft Bearing Replacement. 7. Install the tire and wheel assembly.
Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 8. Lower the
vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Bleeding > System
Information > Service and Repair
Power Steering Bleeding: Service and Repair
Tools Required J 35555 Mity Vac
- J 43485 Power Steering Bleeder Adapter
Important: Hoses touching the frame, body, or engine may cause system noise.
1. Verify that the hoses do not touch any other part of the vehicle.
Important: Loose connections may not leak, but could allow air into the steering system.
2. Verify that all hose connections are tight.
Important: Maintain the fluid level throughout the bleed procedure.
3. Remove the pump reservoir cap.
Notice: If the power steering system has been serviced, an accurate fluid level reading cannot be
obtained unless air is bled from the steering system. The air in the fluid may cause pump cavitation
noise and may cause pump damage over a period of time.
Notice: When adding fluid or making a complete fluid change, always use the proper power
steering fluid. Failure to use the proper fluid will cause hose and seal damage and fluid leaks.
Important: Use clean, new power steering fluid only.
4. Fill the pump reservoir with fluid to the FULL COLD level.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Bleeding > System
Information > Service and Repair > Page 9039
5. Attach the J 43485 to the J 35555 or equivalent. 6. Place the J 43485 on or in the pump
reservoir filler neck. 7. Apply a vacuum of 68 kPa (20 inch lbs.) maximum. 8. Wait 5 minutes.
Typical vacuum drop is 7-10 kPa (2-3 inch lbs.). If the vacuum does not remain steady, refer to
Excessive Vacuum Drop
Diagnosis at the end of this procedure.
9. Remove the J 43485 and the J 35555.
10. Reinstall the pump reservoir cap. 11. Start the engine. Allow the engine to idle. 12. Turn off the
engine. 13. Verify the fluid level. Repeat steps 11-13 until the fluid stabilizes.
Important: Do not turn steering wheel to lock.
14. Start the engine. Allow the engine to idle. 15. Turn the steering wheel 180-360 degrees in both
directions 5 times. 16. Switch the ignition off.
17. Verify the fluid level. 18. Remove the pump reservoir cap.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Bleeding > System
Information > Service and Repair > Page 9040
19. Attach the J 43485 to the J 35555 or equivalent. 20. Place the J 43485 on or in the pump
reservoir filler neck. 21. Apply a vacuum of 68 kPa (20 inch lbs.) maximum. 22. Wait 5 minutes. 23.
Remove the J 43485 and the J 35555. 24. Verify the fluid level.
25. Reinstall the pump reservoir cap.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid >
Component Information > Technical Service Bulletins > Steering - Noise Diagnostics TSB References
Power Steering Fluid: Technical Service Bulletins Steering - Noise Diagnostics TSB References
INFORMATION
Bulletin No.: 06-02-32-009B
Date: November 19, 2008
Subject: Overview of Steering System Noises
Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only),
LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile
Intrigue 2004-2007 Pontiac Grand Prix
Supercede:
This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from
the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering).
The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct
service bulletin for several different steering system noise concerns.
Many customer concerns with the steering system involve specific symptoms (noises heard). Once
the customer concern has been verified, the table above may help identify the correct bulletin to
reference.
If other symptoms are present, or if diagnosis indicates another cause not found in any of the three
service bulletins, refer to SI to diagnose the repair customer concern.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid >
Component Information > Specifications > Capacity Specifications
Power Steering Fluid: Capacity Specifications
Complete system 1.5 pt (US)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid >
Component Information > Specifications > Capacity Specifications > Page 9047
Power Steering Fluid: Fluid Type Specifications x
x
Power Steering Fluid GM Power Steering Fluid (GM P/N 1050017 - 1 quart or Equivalent)
Cold Climate Power Steering Fluid 12345866 or Equivalent
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Fluid Reservoir >
Component Information > Service and Repair
Power Steering Fluid Reservoir: Service and Repair
Disassembly Procedure
1. Place the hydraulic pump (1) on a fixed, flat surface, with the shaft facing upward. 2. Insert a
screwdriver into the retaining clip tab (3). 3. Using the screwdriver, force the retaining clip tab (3)
outward. 4. Slide the reservoir clip (4) away from the hydraulic pump assembly (1). 5. Repeat the
above steps to remove the second reservoir clip (4). 6. Remove the reservoir (2) from the hydraulic
pump housing (1). 7. Remove the O-ring seal from the neck of the reservoir (2) or the hydraulic
pump housing (1). Discard the O-ring seal.
Assembly Procedure
1. Lubricate the new O-ring seal with power steering fluid. 2. Install the new O-ring seal onto the
neck of the reservoir (2). 3. Install the reservoir (2) onto the hydraulic pump assembly (1). Ensure
the reservoir neck is completely engaged onto the hydraulic pump assembly
(1).
4. Align the feet of the reservoir with the sides of the hydraulic pump housing. 5. Install the new
reservoir retaining clips (4) (supplied with the pump). Ensure the retaining clip tabs (3) fully engage
with the hydraulic pump
housing (1).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Specifications > Fastener Tightening Specifications
Power Steering Line/Hose: Specifications
Power Steering Cooler Pipe Bolt 84 in.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Specifications > Fastener Tightening Specifications > Page 9055
Power Steering Line/Hose: Specifications
Power Steering Return Hose Clamp Fitting to Power Steering Pump 20 ft.lb
Power Steering Pressure Line Fitting to Power Steering Gear 20 ft.lb
Power Steering Pressure Line Fitting to Power Steering Pump 20 ft.lb
Power Steering Return Line Fitting to Power Steering Gear 20 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Service and Repair > Power Steering Hoses Replacement
Power Steering Line/Hose: Service and Repair Power Steering Hoses Replacement
Removal Procedure
1. Place a drain pan under the vehicle.
2. Remove the clamps from the power steering return line to the power steering pump. 3. Remove
the rubber section of hose that connects the power steering return line to the power steering pump.
4. Remove the rubber section of the power steering return line from the vehicle. 5. Raise and
support the vehicle. Refer to Vehicle Lifting. 6. Remove the clamps from the power steering return
line and the power steering cooler pipe. 7. Remove the rubber section of hose that connects the
power steering return line to the power steering cooler pipe. 8. Remove the rubber section of the
power steering return line from the vehicle.
Installation Procedure
1. Position the rubber section of the power steering return line to the vehicle. 2. Install the rubber
section of hose that connects the power steering return line to the power steering cooler pipe. 3.
Install the clamps to the power steering return line and the power steering cooler pipe. 4. Lower the
vehicle. 5. Position the rubber section of the power steering return line to the vehicle. 6. Install the
rubber section of hose that connects the power steering return line to the power steering pump. 7.
Install the clamps to the rubber section of hose that connects the power steering return line to the
power steering pump. 8. Remove the drain pan from under the vehicle. 9. Fill the power steering
system. Refer to Refilling the Power Steering System.
10. Bleed the power steering system. Refer to Bleeding the Power Steering System. 11. Inspect
the power steering system for leaks. Refer to Steering and Suspension Leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Service and Repair > Power Steering Hoses Replacement > Page 9058
Power Steering Line/Hose: Service and Repair P/S Cooler Pipe/Hose Replacement
Removal Procedure
1. Remove the engine mount struts from the engine. Refer to Engine Mount Strut Replacement
(Left) and Engine Mount Strut Replacement (Right) in
Engine.
2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the tire and wheel assembly.
Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment. 4. Place a drain
pan under the vehicle.
Notice: The front wheels of the vehicle must be maintained in the straight ahead position and the
steering column must be in the LOCK position before disconnecting the steering column or
intermediate shaft. Failure to follow these procedures will cause improper alignment of some
components during installation and result in damage to the SIR coil assembly.
5. Remove the intermediate steering shaft from the power steering gear stub shaft. Refer to
Intermediate Steering Shaft Replacement in Steering
Wheel and Column - Tilt.
6. Use a utility stand in order to support the frame. 7. Remove the frame bolts from the rear of the
frame. Refer to Frame Removal in Frame and Underbody.
Notice: Do not lower the rear of the frame too far as damage to the engine components nearest to
the cowl may result.
8. Use the utility stand in order to lower the rear of the frame to gain access. 9. Remove the power
steering return hose from the power steering pump to the power steering cooler pipe.
10. Remove the power steering return line from the power steering gear. 11. Remove the power
steering return line from the clamp on the power steering gear. 12. Remove the power steering
cooler pipe retaining clips. 13. Remove the power steering cooler pipe from the vehicle.
Installation Procedure
1. Install the power steering cooler pipe to the vehicle. 2. Install the power steering cooler pipe
retaining clips.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Service and Repair > Power Steering Hoses Replacement > Page 9059
3. Install the power steering return line to the power steering gear. Refer to Power Steering Return
Hose Replacement. 4. Install the power steering return line to the clamp on the power steering
gear. 5. Install the power steering return hose from the power steering pump to the power steering
cooler pipe. 6. Use the utility stand in order to raise the frame. 7. Install NEW frame bolts to the
rear of the frame. Refer to Frame Removal in Frame and Underbody. 8. Install the intermediate
steering shaft to the power steering gear stub shaft. Refer to Intermediate Steering Shaft
Replacement in Steering Wheel
and Column-Tilt.
9. Install the tire and wheel assembly. Refer to Tire and Wheel Removal and Installation in Wheels,
Tires and Alignment.
10. Remove the drain pan from under the vehicle. 11. Lower the vehicle. 12. Install the engine
mount struts to the engine. Refer to Engine Mount Strut Replacement (Left) and Engine Mount
Strut Replacement (Right) in
Engine.
13. Fill the power steering fluid reservoir. Refer to Refilling the Power Steering System. 14. Bleed
the power steering system. Refer to Bleeding the Power Steering System. 15. Inspect the power
steering system for leaks. Refer to Steering and Suspension Leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Service and Repair > Power Steering Hoses Replacement > Page 9060
Power Steering Line/Hose: Service and Repair P/S Pressure Hose Replacement
Removal Procedure
1. Place a drain pan under the vehicle.
2. Remove the power steering pressure line from the power steering pump. 3. Remove the power
steering pressure line from the power steering lines retaining bracket on the engine.
4. Remove the power steering line from the power steering gear performing the following steps:
4.1. The power steering pressure line is the lower line at the power steering gear.
4.2. Using a 18 mm (crow's foot line wrench with a 2 foot long, 3/8 inch drive extension).
4.3. Access the line from the engine compartment, between the rocker arm cover and the front of
the dash mat.
5. Raise and suitably support the vehicle. Refer to Vehicle Lifting.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Service and Repair > Power Steering Hoses Replacement > Page 9061
6. Remove the power steering pressure line (1) from the clamps on the power steering gear. 7.
Remove the power steering pressure line (1) from the vehicle.
Installation Procedure
1. Install the power steering pressure line (1) to the vehicle. 2. Install the power steering pressure
line (1) to the clamps on the power steering gear. 3. Lower the vehicle.
Notice: Refer to Fastener Notice in Service Precautions.
4. Install the power steering pressure line to the power steering gear.
Use a 18 mm crow's foot line wrench with a 2 foot long, 3/8 inch drive extension. Tighten the power
steering pressure line fitting to the power steering gear to 27 Nm (20 ft. lbs.).
5. Install the power steering pressure line to the power steering lines retaining bracket on the
engine.
Notice: Refer to Fastener Notice in Service Precautions.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Service and Repair > Power Steering Hoses Replacement > Page 9062
6. Install the power steering pressure line to the power steering pump.
Tighten the power steering pressure line fitting to the power steering pump to 27 Nm (20 ft. lbs.).
7. Fill the power steering system with power steering fluid. Refer to Refilling the Power Steering
System. 8. Bleed the power steering system. Refer to Bleeding the Power Steering System. 9.
Inspect the power steering system for leaks. Refer to Steering and Suspension Leaks.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Line/Hose >
Component Information > Service and Repair > Power Steering Hoses Replacement > Page 9063
Power Steering Line/Hose: Service and Repair P/S Return Line Replacement
Removal Procedure
1. Place a drain pan under the vehicle in order to catch any draining power steering fluid.
2. Remove the power steering return hose from the power steering pump. 3. Remove the power
steering return hose from the power steering lines retaining bracket on the engine. 4. Remove the
power steering return hose from the power steering cooler pipe. 5. Remove the power steering
return hose from the vehicle.
Installation Procedure
1. Install the power steering return hose. 2. Install the power steering return hose to the power
steering cooler pipe. 3. Install the power steering return hose to the power steering lines retaining
bracket on the engine. 4. Install the power steering return hose to the power steering pump. 5. Fill
the power steering system. Refer to Refilling the Power Steering System 6. Bleed the power
steering system. Refer to Bleeding the Power Steering System 7. Inspect the power steering
system for leaks. Refer to Steering and Suspension Leaks 8. Remove the drain pan from under the
vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Motor >
Component Information > Technical Service Bulletins > Steering - Power Steering Pump Replacement Tips
Power Steering Motor: Technical Service Bulletins Steering - Power Steering Pump Replacement
Tips
INFORMATION
Bulletin No.: 06-02-32-013B
Date: August 07, 2009
Subject: Diagnostic Tips/Recommendations When Power Steering Pump Replacement is
Necessary
Models:
1997-2010 GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER
H2, H3 2005-2009 Saab 9-7X
Supercede: This bulletin is being revised to add model years and update the information. Please
discard Corporate Bulletin Number 06-02-32-013A (Section 02 - Steering).
A recently completed analysis of returned power steering (PS) pumps that had been replaced for
noise, no power assist, no or low pressure and leaking conditions has indicated a high number of
"No Trouble Found" results.
Corporate Bulletin Number 01-02-32-004 indicates that when attempting to repair a power steering
concern, the steering system analyzer should be utilized to assist the technician in a successful
diagnosis. Note- Saturn ASTRA does not utilize the Power Steering System Analyzer.
In addition, extensive warranty analysis has shown that the following situations are all significant
root causes of PS pump failures:
- Improper pulley installation
- Re-using the O-rings
- Using fluid other than the OE-specified steering fluid
- Failure to flush the PS system
In order to help improve customer satisfaction and reduce comebacks, GM recommends the
following tips for replacing a PS pump:
1. Low or no pressure from the PS pump may be the results of dirty or contaminated fluid, which
could cause the pressure relief valve to stop
functioning. Using the proper tools, flush and bleed the PS system. Any residual contaminants will
result in pump failure.
2. When removing the pulley, use the proper special tools. Because the pulley alignment is critical,
distorting the pulley may damage bearings on the
new PS pump.
Note Some new PS pumps may not include a new O-ring. Please refer to the appropriate Parts
Catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration Catalog for
the vehicle.
3. Be sure to use only the new O-rings included with the PS pump. The new reservoir O-ring must
be lubricated with OE-specific PS fluid prior to
installation. Also make sure that the control valve O-ring is in its exact groove position and is NOT
covering the pressure bypass hole.
4. Bleed the PS system according to the procedures/recommendations in SI.
Following these procedures and using the correct tools and fluids should help ensure that the new
PS pump operates properly. Skipping steps may cost you time and trouble later.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Specifications > Mechanical Specifications
Power Steering Pump: Mechanical Specifications
Power Steering Pump Flow Control Valve 55 ft.lb
Power Steering Pump Mounting Bolts 25 ft.lb
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Specifications > Mechanical Specifications > Page 9072
Power Steering Pump: Pressure, Vacuum and Temperature Specifications
Valve Closed .......................................................................................................................................
..................................................................... 1000 psi Valve Open .....................................................
.................................................................................................................................................... 80 125 psi
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Specifications > Mechanical Specifications > Page 9073
Power Steering Pump: Capacity Specifications
Pump Only ...........................................................................................................................................
..................................................................... 1.0 pints
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Specifications > Page 9074
Power Steering Pump: Diagrams
Power Steering Pump Assembly-CB Series
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Specifications > Page 9075
Power Steering Pump: Description and Operation
The power steering pump is a vane-type pump which provides hydraulic pressure for the system.
The power steering system consists of the following components:
- The driveshaft
- The pump housing
- The pump ring
- The pressure plate
- The thrust plate
- The flow control valve
- The rotor
- The vanes
The opening at the rear of the pump housing contains the following components:
- The pump ring
- The pressure plate
- The thrust plate
- The rotor
- The vanes
The end plate The small opening on the side of the housing contains the following components:
- The pressure line fitting
- The flow control valve
- The spring
The flow control orifice is a component of the pressure line fitting. A pressure relief valve inside the
flow control valve limits the pump pressure.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Specifications > Page 9076
Power Steering Pump: Testing and Inspection
Please see STEERING/TESTING and INSPECTION for information on this component.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Service and Repair > Power Steering Pump Flow Control Valve Replacement
Power Steering Pump: Service and Repair Power Steering Pump Flow Control Valve Replacement
Removal Procedure
1. Remove the O-ring union fitting (5) from the hydraulic pump housing assembly (1). 2. Remove
the O-ring seal (4) from the O-ring union fitting (5). 3. Remove the control valve assembly (3). 4.
Remove the flow control spring (2).
Installation Procedure
1. Install the flow control spring (2) to the hydraulic pump housing assembly (1). 2. Install the
control valve assembly (3). 3. Lubricate the O-ring seal (4) with power steering fluid. 4. Install the
O-ring seal (4) onto the O-ring union fitting (5).
Notice: Refer to Fastener Notice in Service Precautions.
5. Install the O-ring union fitting (5) into the hydraulic pump housing assembly (1).
Tighten the fitting (5) to 75 Nm (55 ft. lbs.).
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Service and Repair > Power Steering Pump Flow Control Valve Replacement > Page 9079
Power Steering Pump: Service and Repair Power Steering Pump Replacement
Removal Procedure
1. Place a drain pan under the vehicle. 2. Remove the coolant recovery reservoir. Refer to Coolant
Recovery Reservoir Replacement in Engine Cooling. 3. Remove the power steering pump pulley
from the power steering pump. Refer to Power Steering Pulley Replacement. 4. Remove the
ignition wiring harness near the power steering pump. 5. Disconnect the following components from
the power steering pump:
- The power steering pressure line. Refer to Power Steering Pressure Hose Replacement (3.8 L) or
Power Steering Pressure Hose Replacement (3.4 L).
- The power steering return hose. Refer to Power Steering Return Hose Replacement (3.4 L) or
Power Steering Return Hose Replacement (3.8 L).
6. Remove the power steering pump mounting bolts from the power steering pump. 7. Remove the
power steering pump assembly. 8. Remove the power steering pump reservoir from the power
steering pump. Refer to Power Steering Reservoir Replacement - Off Vehicle (CB
Series).
Installation Procedure
1. Install the power steering pump reservoir to the power steering pump. Refer to Power Steering
Reservoir Replacement - Off Vehicle (CB Series). 2. Position the power steering pump assembly to
the engine.
Notice: Refer to Fastener Notice in Service Precautions.
3. Install the power steering pump mounting bolts.
Tighten the power steering pump mounting bolts to 34 Nm (25 ft. lbs.).
4. Connect the following components to the power steering pump:
- The power steering pressure line. Refer to Power Steering Pressure Hose Replacement (3.8 L) or
Power Steering Pressure Hose Replacement (3.4 L).
- The power steering return hose. Refer to Power Steering Return Hose Replacement (3.4 L) or
Power Steering Return Hose Replacement (3.8
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Service and Repair > Power Steering Pump Flow Control Valve Replacement > Page 9080
L).
5. Install the ignition control wiring harness at the power steering pump. 6. Install the power
steering pump pulley to the power steering pump. Refer to Power Steering Pulley Replacement. 7.
Install the coolant recovery reservoir. Refer to Coolant Recovery Reservoir Replacement in Engine
Cooling. 8. Fill the power steering system. Refer to Refilling the Power Steering System. 9. Bleed
the power steering system. Refer to Bleeding the Power Steering System.
10. Inspect the system for leaks. Refer to Steering and Suspension Leaks. 11. Remove the drain
pan from under the vehicle.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Power Steering > Power Steering Pump >
Component Information > Service and Repair > Power Steering Pump Flow Control Valve Replacement > Page 9081
Power Steering Pump: Service and Repair Pulley Removal and Installation
Removal Procedure
Tools Required J 25033-C Power Steering Pump Pulley Installer
- J 25034-C Power Steering Pump Pulley Remover
1. Remove the power steering pump assembly from the vehicle. Refer to Power Steering Pump
Replacement.
2. Using the J 25034-C Remove the power steering pump pulley from the power steering pump.
Installation Procedure
Important: Never use a hammer to install the power steering pulley.
- Do not use an arbor press to install the power steering pulley.
- The face of the pulley hub must be flush with the end of the pump driveshaft.
1. Using the J 25033-C Install the power steering pump pulley to the power steering pump. 2.
Install the power steering pump assembly to the vehicle. Refer to Power Steering Pump
Replacement.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming
> System Information > Service Precautions
Air Bag(s) Arming and Disarming: Service Precautions
CAUTION: When you are performing service on or near the SIR components or the SIR wiring, you
must disable the SIR system. Refer to Disabling the SIR System. Failure to follow the correct
procedure could cause air bag deployment, personal injury, or unnecessary SIR system repairs.
The inflatable restraint sensing and diagnostic module (SDM) maintains a reserve energy supply.
The reserve energy supply provides deployment power for the air bags. Deployment power is
available for as much as 10 seconds after disconnecting the vehicle power by any of the following
methods:
^ Turn OFF the ignition.
^ Remove the fuse that provides power to the SDM.
^ Disconnect the vehicle battery from the vehicle electrical system.
Disabling the SIR system prevents deploying of the air bags from the reserve energy supply power.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming
> System Information > Service and Repair > Disabling
Air Bag(s) Arming and Disarming: Service and Repair Disabling
1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn OFF the
ignition. 3. Remove the key from the ignition switch. 4. Remove the LH instrument panel access
hole cover. 5. Remove the SDM Fuse from the fuse block.
IMPORTANT: With the SDM Fuse removed and the ignition ON, The AIR BAG warning lamp
illuminates. This is normal operation and does not indicate an SIR system malfunction.
6. Remove the RH instrument panel access hole cover. 7. Unclip the frontal air bags yellow 4-way
connector from the metal rail. 8. Remove the Connector Position Assurance (CPA) from the frontal
air bags yellow 4-way connector. 9. Disconnect the frontal air bags yellow 4-way connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming
> System Information > Service and Repair > Disabling > Page 9088
10. Remove the connector position assurance (CPA) from the driver side air bag yellow 2-way
connector (4) located under the driver seat, if the
vehicle is equipped with a driver side air bag.
11. Disconnect the driver side air bag yellow 2-way connector.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming
> System Information > Service and Repair > Disabling > Page 9089
Air Bag(s) Arming and Disarming: Service and Repair Enabling
1. Connect the driver side air bag yellow 2-way connector (4) located under the driver seat, if the
vehicle is equipped with a driver side air bag. 2. Install the CPA to the driver side air bag yellow
2-way connector.
3. Connect the frontal air bags yellow 4-way connector located at the RH side of the instrument
panel. 4. Install the CPA to the frontal air bags yellow 4-way connector. 5. Connect the frontal air
bags yellow 4-way connector to the metal rail. 6. Instal the RH instrument panel access hole cover.
7. Install the SDM fuse to the LH fuse block.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Column > Air Bag(s) Arming and Disarming
> System Information > Service and Repair > Disabling > Page 9090
8. Install the LH instrument panel access hole cover. 9. Staying well away from the airbags, turn
ON the ignition.
9.1. The AIR BAG warning lamp will flash seven times. 9.2. The AIR BAG warning lamp will then
turn OFF.
10. Perform A Diagnostic System Check SIR if the AIR BAG warning lamp does not operate as
described.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Gear > Steering Gear Pinion Shaft >
Component Information > Technical Service Bulletins > Steering - Noise Diagnostics TSB References
Steering Gear Pinion Shaft: Technical Service Bulletins Steering - Noise Diagnostics TSB
References
INFORMATION
Bulletin No.: 06-02-32-009B
Date: November 19, 2008
Subject: Overview of Steering System Noises
Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only),
LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile
Intrigue 2004-2007 Pontiac Grand Prix
Supercede:
This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from
the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering).
The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct
service bulletin for several different steering system noise concerns.
Many customer concerns with the steering system involve specific symptoms (noises heard). Once
the customer concern has been verified, the table above may help identify the correct bulletin to
reference.
If other symptoms are present, or if diagnosis indicates another cause not found in any of the three
service bulletins, refer to SI to diagnose the repair customer concern.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > Customer Interest: > 01-02-32-001P > Nov > 09 > Steering - Steering Column Clunking When Turning
Steering Shaft: Customer Interest Steering - Steering Column Clunking When Turning
TECHNICAL
Bulletin No.: 01-02-32-001P
Date: November 25, 2009
Subject: Clunk Felt/Noise Heard From Steering Column, Steering Gear and/or Front Of Vehicle
During Turning Maneuver and/or Steering Wheel Rotation (Replace Intermediate Shaft As
Directed)
Models:
2001-2004 Buick Regal 2005-2008 Buick Allure (Canada Only), LaCrosse 2000-2008 Chevrolet
Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac
Grand Prix
Supercede: This bulletin is being revised to add the 2008 Buick LaCrosse/Allure. Please discard
Corporate Bulletin Number 01-02-32-001O (Section 02 - Steering).
Condition
Some customers may comment on a clunk type noise coming from the front of the vehicle while
driving during a turning maneuver. This condition may also be felt through the steering wheel when
the vehicle is stationary and the wheel is rotated from steering stop to steering stop. Some vehicles
may only exhibit the noise once for every 360° of wheel rotation. On all other vehicles, this clunk
noise will be noticed during low speed acceleration or deceleration, typically in light turns of the
steering wheel or when applying/releasing the brakes.
Cause
This condition may be caused by a "slip stick" condition of the steering intermediate shaft resulting
in the clunk noise or feel through the steering wheel.
Diagnostic Tip
Important This condition is commonly misdiagnosed as originating in the steering gear and has
resulted in the replacement of numerous steering gears without correcting the concern.
Attempt to duplicate the customer's concern and isolate the I-shaft by following the procedure
below:
1. Locate a large area (parking lot) where the vehicle can be turned in a tight circle. 2. Turn the
steering wheel to the right and/or left all the way to the steering lock, then off the steering lock a 1/4
turn. 3. Drive the vehicle approximately 5 km/h (3 mph) in a circle, preferably over rough pavement
or seams on the road surface. 4. Drive the vehicle straight ahead at idle speed while applying and
releasing the brake pedal. Listen/feel the steering wheel for the clunk/noise
condition.
5. If a clunk is felt in the steering wheel, the MOST likely cause is the I-shaft - not the steering gear.
Continue with the correction.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > Customer Interest: > 01-02-32-001P > Nov > 09 > Steering - Steering Column Clunking When Turning >
Page 9104
Correction
Replace the existing intermediate shaft using the service procedure found in Service Information.
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Technical Service Bulletins: > 01-02-32-001P > Nov > 09 > Steering - Steering Column Clunking
When Turning
Steering Shaft: All Technical Service Bulletins Steering - Steering Column Clunking When Turning
TECHNICAL
Bulletin No.: 01-02-32-001P
Date: November 25, 2009
Subject: Clunk Felt/Noise Heard From Steering Column, Steering Gear and/or Front Of Vehicle
During Turning Maneuver and/or Steering Wheel Rotation (Replace Intermediate Shaft As
Directed)
Models:
2001-2004 Buick Regal 2005-2008 Buick Allure (Canada Only), LaCrosse 2000-2008 Chevrolet
Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac
Grand Prix
Supercede: This bulletin is being revised to add the 2008 Buick LaCrosse/Allure. Please discard
Corporate Bulletin Number 01-02-32-001O (Section 02 - Steering).
Condition
Some customers may comment on a clunk type noise coming from the front of the vehicle while
driving during a turning maneuver. This condition may also be felt through the steering wheel when
the vehicle is stationary and the wheel is rotated from steering stop to steering stop. Some vehicles
may only exhibit the noise once for every 360° of wheel rotation. On all other vehicles, this clunk
noise will be noticed during low speed acceleration or deceleration, typically in light turns of the
steering wheel or when applying/releasing the brakes.
Cause
This condition may be caused by a "slip stick" condition of the steering intermediate shaft resulting
in the clunk noise or feel through the steering wheel.
Diagnostic Tip
Important This condition is commonly misdiagnosed as originating in the steering gear and has
resulted in the replacement of numerous steering gears without correcting the concern.
Attempt to duplicate the customer's concern and isolate the I-shaft by following the procedure
below:
1. Locate a large area (parking lot) where the vehicle can be turned in a tight circle. 2. Turn the
steering wheel to the right and/or left all the way to the steering lock, then off the steering lock a 1/4
turn. 3. Drive the vehicle approximately 5 km/h (3 mph) in a circle, preferably over rough pavement
or seams on the road surface. 4. Drive the vehicle straight ahead at idle speed while applying and
releasing the brake pedal. Listen/feel the steering wheel for the clunk/noise
condition.
5. If a clunk is felt in the steering wheel, the MOST likely cause is the I-shaft - not the steering gear.
Continue with the correction.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Technical Service Bulletins: > 01-02-32-001P > Nov > 09 > Steering - Steering Column Clunking
When Turning > Page 9110
Correction
Replace the existing intermediate shaft using the service procedure found in Service Information.
Parts Information
Warranty Information
For vehicles repaired under warranty, use the table above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Steering Shaft: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's
Set By Various Control Modules
Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control
Modules
TECHNICAL
Bulletin No.: 09-06-03-004D
Date: December 08, 2010
Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle
Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion
(Disconnect Affected Connector and Apply Dielectric Lubricant)
Models:
2011 and Prior GM Passenger Cars and Trucks
Attention:
This repair can be applied to ANY electrical connection including, but not limited to: lighting, body
electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the
point where it prevents the full engagement of sealed connectors. A light coating on the terminal
surfaces is sufficient to correct the condition.
Supercede: This bulletin is being revised to update the Attention statement and add the 2011
model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System).
Condition
Some customers may comment on any of the following conditions:
- An intermittent no crank/no start
- Intermittent malfunction indicator lamp (MIL) illumination
- Intermittent service lamp illumination
- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.
Cause
This condition may be caused by a buildup of nonconductive insulating oxidized debris known as
fretting corrosion, occurring between two electrical contact surfaces of the connection or connector.
This may be caused by any of the following conditions:
- Vibration
- Thermal cycling
- Poor connection/terminal retention
- Micro motion
- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent
connections.
On high current power circuits this condition may cause permanent increases in the resistance and
may cause a device to become inoperative.
Representative List of Control Modules and Components
The following is only a representative list of control modules and components that may be affected
by this connection or connector condition and DOES NOT include every possible module or
component for every vehicle.
- Blower Control Module
- Body Control Module (BCM)
- Communication Interface Module (CIM)
- Cooling Fan Control Module
- Electronic Brake Control Module (EBCM)
- Electronic Brake and Traction Control Module (EBTCM)
- Electronic Suspension Control (ESC) Module
- Engine Control Module (ECM)
- Heating, Ventilation and Air Conditioning (HVAC) Control Module
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Steering Shaft: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's
Set By Various Control Modules > Page 9116
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Steering Shaft: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's
Set By Various Control Modules > Page 9117
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Steering Shaft: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's
Set By Various Control Modules > Page 9118
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Steering Shaft: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's
Set By Various Control Modules > Page 9124
- HVAC Actuator
- Inflatable Restraint Sensing and Diagnostic Module (SDM)
- Any AIR BAG module
- Seatbelt Lap Anchor Pretensioner
- Seatbelt Retractor Pretensioner
- An SIR system connection or connector condition resulting in the following DTCs being set:
B0015, B0016, B0019, B0020, B0022, or B0023
- Powertrain Control Module (PCM)
- Remote Control Door Lock Receiver (RCDLR)
- Transmission Control Module (TCM)
Correction
Important DO NOT replace the control module, wiring or component for the following conditions:
- The condition is intermittent and cannot be duplicated.
- The condition is present and by disconnecting and reconnecting the connector the condition can
no longer be duplicated.
Use the following procedure to correct the conditions listed above.
1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any
existing history or current DTCs from all of the
control modules (refer to SI).
‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the
connector(s) of the control module/component
which may be causing the condition (refer to SI).
‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control
module/component which may be causing the
condition (refer to SI).
2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component
Connector End Views and Component Locator
documents to locate and disconnect the affected harness connector(s) which are causing the
condition.
Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the
actual electrical contact is being made. In less severe cases it may be unable to be seen or
identified without the use of a magnifying glass.
Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown,
as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush
that is dedicated to the repair of the conditions in this bulletin.
3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side
and the harness side of the affected connector(s).
4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present.
5. Attempt to duplicate the condition by using the following information:
- DTC Diagnostic Procedure
- Circuit/System Description
- Conditions for Running the DTC
- Conditions for Setting the DTC
- Diagnostic Aids
- Circuit/System Verification
‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated,
then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).
Repair Order Documentation
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Steering Shaft: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's
Set By Various Control Modules > Page 9125
Important The following information MUST be documented on the repair order. Failure to do so
may result in a chargeback.
- Customer vehicle condition.
- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or
Service Message.
- Was a DTC(s) set? If yes, specify which DTC(s) were set.
- After following the procedure contained within this bulletin, could the condition be duplicated?
‹› If the condition was not duplicated, then document the affected module/component connector
name and number on the repair order.
- If the condition was duplicated after the procedure contained within this bulletin was followed, and
additional diagnosis led to the replacement of a module or component, the SI Document ID
Number MUST be written on the repair order.
Parts Information
Alternate Distributor For All of North America
Note
NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada),
specified for use to correct the condition in this bulletin.
*We believe this source and their products to be reliable. There may be additional manufacturers of
such products/materials. General Motors does not endorse, indicate any preference for, or assume
any responsibility for the products or material from this firm or for any such items that may be
available from other sources.
Warranty Information (excluding Saab Models)
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to:
Warranty Information (Saab Models)
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > All Other Service Bulletins for Steering Shaft: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's
Set By Various Control Modules > Page 9126
For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon
the module/component connection that the dielectric lubricant was applied to refer to the table
above.
Disclaimer
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > Page 9127
Steering Shaft: Service and Repair
Removal Procedure
1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Remove the tire and wheel assembly.
Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment
3. Position the intermediate steering shaft seal in order to provide access to the intermediate
steering shaft lower pinch bolt.
4. Remove the intermediate steering shaft lower pinch bolt from the power steering gear stub shaft
(2).
Notice: The front wheels of the vehicle must be maintained in the straight ahead position and the
steering column must be in the LOCK position before disconnecting the steering column or
intermediate shaft. Failure to follow these procedures will cause improper alignment of some
components during installation and result in damage to the SIR coil assembly.
5. Remove the intermediate steering shaft (1) from the power steering gear stub shaft (2). 6. Lower
the vehicle. 7. Remove the left instrument panel insulator. Refer to Insulator Replacement - IP
(Left) or Insulator Replacement - IP (Right) in Instrument Panel,
Gauges and Warning Indicators
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > Page 9128
8. Reposition the intermediate steering shaft seal in order to gain access to the intermediate
steering shaft upper pinch bolt. 9. Remove the intermediate steering shaft upper pinch bolt.
10. Disconnect the intermediate steering shaft from the steering column. 11. Remove the
intermediate steering shaft.
Installation Procedure
1. Position the intermediate steering shaft into place.
Notice: Refer to Fastener Notice in Service Precautions
2. Install the intermediate steering shaft upper pinch bolt at the steering column.
Tighten the intermediate steering shaft upper pinch bolt to 48 Nm (35 ft. lbs.).
3. Install the intermediate steering shaft seal onto the steering column. 4. Raise and support the
vehicle. Refer to Vehicle Lifting 5. Install the intermediate steering shaft (1) to the power steering
gear stub shaft (2). 6. Install the intermediate steering shaft lower pinch bolt at the power steering
gear stub shaft.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Shaft > Component Information > Technical
Service Bulletins > Page 9129
Tighten the intermediate steering shaft lower pinch bolt to 48 Nm (35 ft. lbs.).
7. Install the intermediate steering shaft seal onto the power steering gear. 8. Install the Tire and
wheel assembly. Refer to Tire and Wheel Removal and Installation in Wheels, Tires and Alignment.
9. Lower the vehicle.
10. Install the left instrument panel insulator. Refer to Insulator Replacement - IP (Left) or Insulator
Replacement - IS (Right) in Instrument Panel,
Gauges and Warning Indicators
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information >
Locations > Steering Wheel Cruise Control Switches
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information >
Locations > Steering Wheel Cruise Control Switches > Page 9134
Steering Wheel: Locations Steering Wheel Radio Control Switches
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information >
Locations > Steering Wheel Cruise Control Switches > Page 9135
Locations View
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information >
Diagrams > Diagram Information and Instructions
Steering Wheel: Diagram Information and Instructions
Passenger Car Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that
correspond to where they are located in the vehicle.
The table explains the numbering system.
Electrical Symbols
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Electrical Symbols (Part 1 Of 4)
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Electrical Symbols (Part 2 Of 4)
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Electrical Symbols (Part 3 Of 4)
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Electrical Symbols (Part 4 Of 4)
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Steering Wheel: Diagnostic Aids
Basic Knowledge Required
Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures
contained in this section. You should understand the basic theory of electricity and know the
meaning of voltage (volts), current (amps) and resistance (ohms). You should understand what
happens in a circuit with an open or a shorted wire. You should be able to read and understand a
wiring diagram.
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair
the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
CAUTION: Refer to SIR Service Precautions Caution in Service Precautions.
^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
NOTE: Refer to OBD II Symbol Description Notice in Service Precautions.
^ OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII symbol.
Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical
problems. If the vehicle is so equipped, disconnect the system to verify that these add-on
accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:
^ Power feeds connected to points other than the battery.
^ Antenna location.
^ Transceiver wiring located too close to vehicle electronic modules or wiring.
^ Poor shielding or poor connectors on antenna feed line.
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.
Circuit Breakers
A circuit breaker is a protective device that is designed to open the circuit when a current load is in
excess of the rated breaker capacity. If there is a short or other type of overload condition in the
circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types
of circuit breakers are used.
Circuit Breaker: This type opens when excessive current passes through it for a period of time. It
closes again after a few seconds, and if the cause of the high current is still present, it will open
again. The circuit breaker will continue to cycle open and closed until the condition causing the high
current is removed.
Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance
when excessive current passes through it. The excessive current heats the PTC device, as the
device heats its resistance increases. Eventually the resistance gets so high that the circuit is
effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is
opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker
will re-close within a second or two.
Fuses
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Fuse Types
The fuse is the most common method of an automotive wiring circuit protection. Whenever there is
an excessive amount of current flowing through a circuit the fusible element will melt and create an
open or incomplete circuit. Fuses are an one time protection device and must be replaced each
time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and
examine the element in the fuse for an open (break). If not broken, also check for continuity using a
J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
Fusible link is wire designed to melt and break continuity when excessive current is applied. It is
often located between or near the battery and starter or electrical center. Use a continuity tester or
a J 39200 DMM at each end of the wire containing the fusible link in order to determine if it is
broken. If broken, it must be replaced with fusible link of the same gage size.
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that fits through the locking tabs
of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot
vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR
mating terminals.
Inducing Intermittent Fault Conditions
In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness
if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide
variety of actions, including:
^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires
All these actions should be performed with some goal in mind. For instance, with a scan tool
connected, wiggling the wires may uncover a faulty input to the control module. The snapshot
option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load
the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks,
jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by
manipulating the suspension or frame. This method is useful in finding harnesses that are too short
and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max
mode and connected to the suspect circuit while testing can yield desirable results. Refer to
Testing for Electrical Intermittents.
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide
good results as well.
There may be instances where circuit manipulation alone won't meet the required criteria for the
fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other
conditions while manipulating the harness. Such conditions would include high moisture conditions,
along with exceptionally high or low temperatures. The following discusses how to expose the
circuit to these kinds of conditions.
Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in
water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance
the conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
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Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
High Temperature Conditions If the complaint tends to be heat related, you can simulate the
condition using the J 25070 Heat Gun.
Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses
under high temperature conditions while monitoring the scan tool or DMM to locate the fault
condition.
The high temperature condition may be achieved simply by test driving the vehicle at normal
operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis.
This option does not allow for the same control, however.
Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front
of the vehicle while the vehicle is in the shade can have the desired effect.
If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that
provides hot or cold air). This type of tool is capable of producing air stream temperatures down to
0°F from one end and 160°F from the other. This is ideally suited for localized cooling needs.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or
components in an effort to duplicate the concern.
Intermittents
Most intermittent are caused by faulty electrical connections or wiring. Inspect for the following
items: ^
Wiring broken inside the insulation.
^ Poor connection between the male and female terminal at a connector. Refer to Testing for
Proper Terminal Contact below for the specific procedure.
^ Poor terminal to wire connection. Some conditions which fall under this description are poor
crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion
in the wire to terminal contact area, etc.
^ Wire insulation which is rubbed through. This causes an intermittent short as the bare area
touches other wiring or parts of the vehicle.
^ Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high
resistance, short to ground, and short to voltage conditions.
Testing for Proper Terminal Contact It is important to test terminal contact at the component and
any in-line connectors before replacing a suspect component. Mating terminals must be inspected
to ensure good terminal contact. A poor connection between the male and female terminal at a
connector may be the result of contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair Kit or the J 38125-4 Instruction Manual for
terminal identification.
Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2.
Visually inspect the connector halves for contamination. Contamination may result in a white or
green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
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3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the frequency of a signal.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM
to autorange to an appropriate range.
1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect
the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to
a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency
measured.
Measuring Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure measures the voltage at a selected point in a circuit.
1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable
the circuit and/or system being tested.
Use the following methods: ^
Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.
3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the
point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The
DMM displays the voltage measured at that point.
Measuring Voltage Drop
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure determines the difference in voltage potential between two points.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of
the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the two
points.
Salt Water Spray
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Some compounds possess the ability to conduct electricity when dissolved in water such as
ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the
conductive properties of water so that any circuit which may be sensitive to moisture will more
readily fail when liberally sprayed with this mixture.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%.
Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own
conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is
completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan
tool or DMM, manipulate the harness as discussed previously.
Scan Tool Snapshot Procedure
Snapshot is a recording of what a control module on the vehicle was receiving for information while
the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle
condition is current. This allows you to concentrate on making the condition occur, rather than
trying to view all the data in anticipation of the fault. The snapshot contains information around a
trigger point that you have determined. Only a single data list may be recorded in each snapshot.
The Scan Tool has the ability to store two snapshots. The ability to record two snapshots allows
comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a
'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in the memory will be
lost.
Snapshots can be one of two types:
^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice (Does not contain DTC
information)
When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200
frames of information. Because the snapshot is recorded onto the memory card, snapshots are not
lost if the Scan Tool is powered down.
The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis.
The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected
values by plotting three parameters at a time. The data will be displayed both graphically and
numerically showing the minimum and maximum values for all frames captured. This is helpful,
especially if the fault occurs only once and does not set a DTC.
Testing For A Short to Voltage
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedure tests for a short to voltage in a circuit.
1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to
one end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4.
Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt,
there is a short to voltage in the circuit.
Testing For Continuity
NOTE: Refer to Test Probe Notice in Service Precautions.
The following procedures verify good continuity in a circuit.
With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed
(i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX
button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6.
Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no
resistance and a tone is heard, the circuit has good continuity.
With a Test Lamp
IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits.
1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the
load. 3. Connect one lead of the test lamp to one end of the circuit to be tested. 4. Connect the
other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to
ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity.
Testing For Intermittent and Poor Connections
Perform the following procedures while wiggling the harness from side to side. Continue this at
convenient points (about 6 inches apart) while
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watching the test equipment.
^ Testing for Short to Ground
^ Testing for Continuity
^ Testing for a Short to Voltage
If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200
DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J
39200 will generate an audible tone when a change is detected.
IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J
39200 can monitor current, resistance or voltage while recording the minimum (MIN), and
maximum (MAX) values measured.
1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of
a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of
the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J
39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep).
IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value
in order to record the full change.
5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling
the connections or the wiring, test driving, or
performing other operations. Refer to Inducing Intermittent Fault Conditions.
6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has
been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the
value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9.
Determine the difference between the MIN and MAX values.
^ If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an
intermittent open or high resistance condition exists. Repair the condition as necessary.
^ If the variation between the recorded MIN and MAX voltage values is less than 1 volt an
intermittent open or high resistance condition does not exist.
Testing For Proper Terminal Contact
It is important to test terminal contact at the component and any in-line connectors before replacing
a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor
connection between the male and female terminal at a connector may be the result of
contamination or deformation.
Contamination may be caused by the connector halves being improperly connected. A missing or
damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and
dirt can also cause contamination. Contamination, usually in the underhood or underbody
connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit.
Deformation is caused by probing the mating side of a connector terminal without the proper
adapter, improperly joining the connector halves, or repeatedly separating and joining the
connector halves. Deformation, usually to the female terminal contact tang, can result in poor
terminal contact causing an open or intermittently open circuit.
Round Wire Connectors Follow the procedure below to test terminal contact of Metri-Pack or 56
series terminals. Refer to the J 38125-B Terminal Repair kit or the J 38125-4 Instruction Manual for
terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the
connector halves. 2. Visually inspect the connector halves for contamination. Contamination may
result in a white or green build-up within the connector body or
between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An
underhood or underbody connector that shows signs of contamination should be replaced in its
entirety: terminals, seals, and connector body.
3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly
different between a good terminal and a suspect
terminal. Replace the female terminal in question.
Flat Wire (Dock and Lock) Connectors There are no serviceable parts for flat wire (dock and lock)
connectors on the harness side or the component side. Follow the procedure below in order to test
terminal contact. 1. Remove the component in question. 2. Visually inspect each side of the
connector for signs of contamination. Avoid touching either side of the connector as oil from your
skin may be a
source of contamination as well.
3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other
imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are
uniform and free of damage or deformation.
4. Insert the appropriate adapter from the J 42675 Flat Wire Probe Adapter Kit on the flat wire
harness connector in order to test the circuit in
question.
Testing For Short To Ground
NOTE: Refer to Test Probe Notice in Service Precautions.
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The following procedures test for a short to ground in a circuit.
With a DMM 1. Remove the power teed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect one lead of
the DMM to one end of the circuit to be tested. 5. Connect the other lead of the DMM to a good
ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the
circuit.
With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2.
Disconnect the load. 3. Connect one lead of the test lamp to battery positive voltage. 4. Connect
the other lead of the test lamp to one end of the circuit to be tested. 5. If the test lamp illuminates,
there is a short to ground in the circuit.
Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2.
Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across
the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.
4. Close each connector or switch until the DMM displays voltage in order to find which circuit is
shorted.
Connector Test Adapters
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Digital Multimeter
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only
be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200.
The J 39200 Instruction Manual is a good source of information and should be read thoroughly
upon receipt of the DMM as well as kept on hand for future reference.
A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits.
While a test lamp shows whether voltage is present, a DMM indicates how much voltage is
present.
The ohmmeter function on a DMM shows how much resistance exists between two points along a
circuit. Low resistance in a circuit means good continuity.
IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with
a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance
that the presence of voltages can upset a resistance reading.
Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find
out if a component is affecting a measurement take a reading once, then reverse the leads and
take a second reading. If the readings differ the solid state component is affecting the
measurement. Following are examples of the various methods of connecting the DMM to the circuit
to be tested:
^ Backprobe both ends of the connector and either hold the leads in place while manipulating the
connector or tape the leads to the harness for continuous monitoring while you perform other
operations or test driving. Refer to Probing Electrical Connectors.
^ Disconnect the harness at both ends of the suspected circuit where it connects either to a
component or to other harnesses.
^ If the system that is being diagnosed has a specified pinout or breakout box, it may be used in
order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly.
Probing Electrical Connectors
IMPORTANT: Always be sure to reinstall the Connector Position Assurance (CPA) and Terminal
Position Assurance (TPA) when reconnecting connectors or replacing terminals.
Frontprobe
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Disconnect the connector and probe the terminals from the mating side (front) of the connector.
NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter
of the test probes will deform most terminals. A deformed terminal can cause a poor connection,
which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J
42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other
substitutes as they can damage terminals and cause incorrect measurements.
Backprobe Do not disconnect the connector and probe the terminals from the harness side (back)
of the connector.
IMPORTANT: ^
Backprobe connector terminals only when specifically required in diagnostic procedures.
^ Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack
connector, a Micro-Pack connector, or a flat wire (dock and lock) connector.
^ Backprobing can be a source of damage to connector terminals. Use care in order to avoid
deforming the terminal, either by forcing the test probe too far into the cavity or by using too large
of a test probe.
^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected,
test for proper terminal contact.
Test Lamp
NOTE: Refer to Test Probe Notice in Service Precautions.
A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B Test
Lamp is Micro-Pack compatible and comprised of a 12 volt light bulb with an attached pair of leads.
To properly operate this tool use the following procedure.
1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where
voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested.
Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper includes small clamp connectors that provide adaptation to most
connectors without damage. This fused jumper wire is supplied with a 20 A fuse which may not be
suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the
circuit being tested.
Heated Oxygen Sensor (HO2S) Wiring Repairs
NOTE: Do not solder repairs under any circumstances as this could result in the air reference being
obstructed.
If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen
sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In
order for the sensor to function properly it must have a clean air reference. This clean air reference
is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires,
connectors or terminals could result in the obstruction of the air reference and degrade oxygen
sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:
^ Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors.
These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and
harness wires must not be damaged in such a way that the wires inside are exposed. This could
provide a path for foreign materials to enter the sensor and cause performance problems.
^ Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks,
etc., could block the reference air path through the lead wire.
^ Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize
the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal
of the ground wire will also cause poor engine performance.
^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the
vehicle harness connector.
The engine harness may be repaired using the J 38125-B.
Repairing A Fusible Link
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient
overload protection.
Refer to Splicing Copper Wire Using Splice Clips.
Repairing Damaged Wire Insulation
If the conductive portion of the wire is not damaged, locate the problem and apply tape around the
wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing
Copper Wire Using Splice Clips and follow the instruction to repair the wire.
Chevrolet Impala Workshop Manual (V6-3.4L VIN E (2000))
Chevrolet Workshop Manuals > Steering and Suspension > Steering > Steering Wheel > Component Information >
Diagrams > Diagram Information and Instructions > Page 9150
SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair
Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness
connectors and the terminals. Do not use the connector repair assembly pack in order to repair the
pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in
order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is
color keyed in order to match the splices from the J 38125-B. You must use the splice crimping tool
in order to apply these splices.
The terminals in the SIR/SRS system are made of a special metal. This metal provides the
necessary contact integrity for the sensitive, low energy circuits. These terminals are only available
in the connector repair assembly packs. Do not substitute any other terminals for those in the
assembly packs.
If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness
connector, use 1 of the following 2 components in order to replace the SDM harness connector:
^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit.
If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate
connector repair assembly pack in order to replace the entire connection. Replace the entire
SIR/SRS wiring harness, it needed, in order to maintain SIR/SRS circuit integrity.
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original
equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions
included in the kit for proper splice clip application.
Connector Position Assurance (CPA) The connector position assurance (CPA) is a small plastic
insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA
ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to
ensure good contact between the SIR/SRS mating terminals.
Terminal Position Assurance (TPA) The terminal positi